CAT SU488 DN Operation & Maintenance Manual (A6474X253) - PDF DOWNLOAD

BI016595 A6474X253 February 2013

Operation and Maintenance Manual SU488 DN

__________________________________________________________ This manual is intended to provide GENERAL product information. The illustrations, descriptions and procedures contained in this publication apply only to THIS machine. The manufacturer reserves the right to revise models and designs without prior notice.

This machine was manufactured under the guidelines, procedures and requirements of the appropriate regulatory agencies.

At the completion of the manufacturing process, this unit was issued the appropriate approval numbers and nameplates indicating it met the technical requirements of these regulatory agencies. Any change to the design or structure of this unit, without the consent of the manufacturer and these regulatory agencies, or any repair or replacement of parts contrary to the instructions, may invalidate these approvals and render this unit unsafe to operate.

Strict compliance with all Federal and State Mining laws, regulations and practices regarding the safe operation and maintenance of underground mining equipment and strict adherence to the instructions in this manual is necessary for the personal safety of those working on or around this unit.

While this manual attempts to anticipate the most important operations and maintenance needs for this unit, unforeseen circumstances may arise that have not been addressed in this manual. If any concerns or questions arise, please contact your service representative immediately.

This work contains information protected under trade secret and other intellectual property laws, and is protected under the U. S. Copyright Act of 1976, as amended. This work is provided under license and the license is non-transferable. Distribution and access is limited only to authorized personnel. Disclosure, reproduction, distribution or unauthorized use may be a violation of federal and state laws and may subject the unauthorized user to criminal liability.

© 2013 ALL RIGHTS RESERVED

_________________________________________________Table of contents

Table of contents 1. About this manual About this manual................................................................... 1.3 Before starting to work ......................................................... 1.3 Who is this operating manual intended for?......................... 1.3 What is the purpose of this operating manual?.................... 1.4 Characters and symbols ...................................................... 1.5

2. Your safety Your safety............................................................................... 2.3 Personnel ............................................................................. 2.4 Operation......................................................................... 2.4 Installation and repair ...................................................... 2.4 Operating conditions ............................................................ 2.5 Intended use.................................................................... 2.5 Unauthorized use ............................................................ 2.5 Safety instructions ................................................................ 2.7 General rules:.................................................................. 2.7 Storage and transport...................................................... 2.8 Pre-start inspection ......................................................... 2.8 Installation and start-up ................................................... 2.9 Operation......................................................................... 2.9 Stopping ........................................................................ 2.10 Maintenance and repair................................................. 2.10 Diesel emissions ........................................................... 2.11 Handling of hydraulic fluids ........................................... 2.13

3. Storage and transport Storage and transport............................................................. 3.3 Storage................................................................................. 3.3 Storage of the machine and spare parts ......................... 3.3 Transport .............................................................................. 3.4 Before transport............................................................... 3.5

4. Installation Installation ............................................................................... 4.3 Points to observe prior to installation ................................... 4.3 Who is allowed to carry out installation? ......................... 4.3 Which tools are required for installation? ........................ 4.3 Notes on installation ........................................................ 4.4 Pre-installation check list................................................. 4.5 Safety features ................................................................ 4.6

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REV 07

Table of contents _________________________________________________ 5. Operation Pre-operation suggestions.....................................................5.3 Operation..................................................................................5.4 How to operate the scoop ...................................................5.4 Who is allowed to operate the scoop ..............................5.4 When can operation be started? .....................................5.4 Controls and indicators.........................................................5.5 Operator’s compartment - right side ................................5.5 Operator’s compartment - left and center........................5.6 Hazard zone .........................................................................5.25 Starting procedure ................................................................5.26 General ............................................................................5.26 Machine operation ...........................................................5.27 Shutdown procedure ............................................................5.29 Towing a disabled machine ..................................................5.30 Instructions on the maintenance ..........................................5.31 Important notes................................................................5.31 Before maintenance ........................................................5.31 Critical torque values .......................................................5.33 Lubricants, fluids and capacities......................................5.33 Specific lubrication and maintenance schedule ..............5.34 Specific lubrication and maintenance procedure..................5.37 Pre-shift ...........................................................................5.37 Every third shift ................................................................5.40 Weekly .............................................................................5.46 Every three months .........................................................5.52 First 50 hours of service ..................................................5.56 Every 100 hours ..............................................................5.57 Every 500 hours ..............................................................5.59 Every 1000 hours ............................................................5.60 Servicing heavy duty air filter elements................................5.61 Diesel emissions maintenance ..............................................5.65 Introduction (emissions) .......................................................5.66 Diesel emissions...................................................................5.68 Diesel emissions stall test ....................................................5.69 Operational issues................................................................5.69 Best practices ..................................................................5.70 Proactive attitudes ...........................................................5.73 Typical exhaust gas components .........................................5.75 Carbon dioxide ................................................................5.75 Carbon monoxide ............................................................5.75 Oxides of nitrogen ...........................................................5.75 Hydrocarbons ..................................................................5.75 Particulate matter ............................................................5.76 Oxides of sulfur................................................................5.76 Smoke..............................................................................5.76 Engine systems and conditions that affect diesel emissions ..................................................5.77 Combustion chamber design...........................................5.77 Intake manifold system....................................................5.79 Operating conditions that affect emissions......................5.80 Low turbocharger boost pressure....................................5.81 High exhaust backpressure .............................................5.81

________________________________________________________________ SU488 DNN Scoop

_________________________________________________Table of contents High crankcase pressure................................................. 5.83 Overview of six engine systems .......................................... 5.84 Overview of engine introduction........................................... 5.84 1. Intake system .................................................................. 5.85 Dry type air cleaners ....................................................... 5.86 Air induction piping .......................................................... 5.87 Aftercoolers ..................................................................... 5.87 Air-to-air aftercoolers....................................................... 5.88 Water aftercoolers ........................................................... 5.88 Intake system recommendations .................................... 5.89 Servicing the intake system............................................. 5.90 Job aid checklist (Intake System).................................... 5.91 2. Exhaust system ............................................................... 5.92 Exhaust system recommendations ................................. 5.93 Exhaust after treatment system maintenance................. 5.94 Job aid checklist for exhaust system............................... 5.96 Introduction to tools used for exhaust system analysis... 5.97 ECOM AC+ gas analyzer ........................................... 5.97 UGAS software application ........................................ 5.99 Testing protocol .......................................................... 5.99 Pre-test conditions...................................................... 5.100 Emissions testing protocol.......................................... 5.100 Basic emission equipment operation .............................. 5.101 Undiluted diesel particulate measurement ................. 5.101 Measurement interpretation ....................................... 5.103 Analysis of particulate samples .................................. 5.103 Thermal optical method .............................................. 5.104 Job aid checklist for exhaust system analysis tools ... 5.104 ECOM AC+ gas analyzer ........................................... 5.105 Particulate sampling - Gilian pump............................. 5.105 Intake testing .............................................................. 5.106 Intake restrictions and exhaust backpressure............ 5.107 3. Fuel injection system........................................................ 5.108 Introduction (Fuel injection system) ................................ 5.108 Injection pump or injector failure ..................................... 5.109 Inadequate fuel supply .................................................... 5.109 Incorrect injection pump or injector timing....................... 5.110 Advanced timing.............................................................. 5.110 Retarded timing ............................................................... 5.110 Fuel system types ........................................................... 5.110 Individual unit jerk pumps................................................ 5.112 Inline pump system ......................................................... 5.113 Distributor pump system.................................................. 5.114 Cummins PT fuel system ................................................ 5.114 Unit injectors.................................................................... 5.115 Electronically controlled fuel injection systems ............... 5.115 Fuel injection system recommendations ......................... 5.116 Job aid checklist for fuel systems.................................... 5.117 4. Cooling systems ............................................................... 5.118 Cooling system recommendations .................................. 5.118 Cooling system maintenance .......................................... 5.119 Coolant mixture ............................................................... 5.119 Conditioner and inhibitors................................................ 5.119 Cleaning and flushing...................................................... 5.120

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REV 07

Table of contents _________________________________________________ Troubleshooting ...............................................................5.120 Thermostats.....................................................................5.120 Aeration in coolant ...........................................................5.120 Radiator cap relief valve ..................................................5.121 Temperature probe ..........................................................5.121 Job aid checklist for cooling system)...............................5.122 5. Diesel fuel and fuel supply systems ................................5.123 Introduction (Diesel fuel and fuel supply systems) ..........5.123 Best practice recommendations ......................................5.123 Sulfur content...................................................................5.124 Cetane number ................................................................5.124 Viscosity...........................................................................5.124 Flashpoint ........................................................................5.124 Fuel quality and handling recommendations...................5.125 6. Lubrication ........................................................................5.126 Lubrication recommendations .........................................5.126 Lubrication classification..................................................5.127 Combined service applications........................................5.128 Lubrication system checks ..............................................5.128 Conclusion .......................................................................5.129 Diesel emissions – job aid check list ....................................5.130 Instructions on the adjustment procedures ..........................5.131 Main relief - primary (main implement) pump section .....5.131 Main relief - accumulator pump section...........................5.132 Unloader valve.................................................................5.133 Relief valve - brake cooling manifold...............................5.134 Pressure reducing valve - HRC pilot control circuit .........5.135 Troubleshooting procedures.................................................5.137 Hydraulic system (general)..............................................5.138 Brakes..............................................................................5.141 Hydraulic cylinders ..........................................................5.143 Hydraulic pump................................................................5.144 Valves ..............................................................................5.146 Engine..............................................................................5.147 Converter .........................................................................5.151 Transmission ...................................................................5.153 Fuel injector .....................................................................5.154 Leaking intake system .....................................................5.155 Air intake system restriction and fuel flow .......................5.155 Catalyst failure .................................................................5.155 Exhaust particulate filter failure .......................................5.156

6. Technical data Technical data .........................................................................6.3 Components of the 488 Diesel Scoop..................................6.3 Technical data ......................................................................6.3 Tightening torques................................................................6.11 Permissible data ................................................................. 6.17 Lubrication fluids and greases....................................... 6.17

________________________________________________________________ SU488 DNN Scoop

_________________________________________________Table of contents 7. For your information For your information............................................................... 7.3 Our service ........................................................................... 7.3 Service address............................................................... 7.3 Rebuild facility address ................................................... 7.4

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REV 07

Table of contents _________________________________________________

________________________________________________________________ SU488 DNN Scoop

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1

About this manual

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___________________________________________ Before starting to work

About this manual This chapter provides important information making it easier for you to use this manual. You will also be given information on the structure of the manual and the symbols and characters used.

Before starting to work applicable operating manual machine type

Take care to ensure that the operating manual available to you is applicable for the type of equipment or machine used.

This operating manual is intended for: SU488 DNN Scoop Serial No.: N/A and is only permitted to be used for equipment of this type.

new operation manual

The operating manual must be accessible at all times to all persons working on or with the machine.

It should, if possible, always be available at the place of operation.

Send for a new operation manual immediately if the present manual is no longer complete or has become illegible.

Who is this operating manual intended for?

This operating manual is intended for those persons who work with or on the machine. Every person working on the face or in the intersection between face and entry or in the entry must read this operating manual.

This includes persons who: ■ ■ ■ ■ ■ ■ ■

are in charge of transport perform assembly / disassembly work operate the machine eliminate faults perform daily routine work on the face or in the entry perform maintenance work perform repair work

supervisory personnel who: ■

initiate and/or supervise the activities just indicated.

______________________________________________________________ A6474X253 REV 07 1.3

Before starting to work ____________________________________________ What is the purpose of this operating manual? cost-effectiveness

This operating manual is intended to help you work efficiently and safely with our product. It contains important information on all the activities related to the machine.

Read this operating manual completely and at ease. Pay special attention to the safety instructions. Try to memorize the appearance and the meaning of the safety and instruction symbols.

service

If any details are not clearly understood, please contact our service department. Our service address is given in the chapter titled “For your information”.

safety

Read the chapter “For your safety” with special attention. The chapter contains important information indicating possible hazards. Observe the information given and follow the procedural instructions.

________________________________________________________________ 1.4 SU488 DN Scoop

___________________________________________ Before starting to work Characters and symbols used The following characters and symbols are used for safety instructions and important information in the operating manual.

Try to memorize the symbols and their meanings.

DANGER! Points in the text marked with this symbol draw your attention to immediately impending danger. Possible consequences are: very serious injury or even death.

WARNING! These points contain information on dangerous situations. Possible consequences are: very serious injury or even death.

CAUTION! This symbol draws attention to dangerous situations. Possible consequences are: light to moderately serious injuries and machine damage.

NOTICE! Points in the text marked with this symbol draw attention to harmful situations. Possible consequences are: damage to the machine or damage in the immediate vicinity.

IMPORTANT! Points in the text marked with this symbol contain useful tips and information intended to facilitate work for you. They do not warn about harmful or dangerous situations.

■

Items in lists are marked with bullets.

–

Points in sub-lists are marked with a long dash at the start of the line.

 Points in text marked in this way describe individual operations.

Follow these instructions step by step. They will help you carry out your work faster and more importantly, safer.

______________________________________________________________ A6474X253 REV 07 1.5

Before starting to work ____________________________________________

________________________________________________________________ 1.6 SU488 DN Scoop

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2

Your safety

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_____________________________________________________ Your Safety

Your safety This chapter provides vital information for your safety. Pay special attention to this chapter. The safety instructions and rules of procedure will help you to avoid hazardous situations and to perform the necessary work as safely as possible. state of the art

The machine has been manufactured in accordance with the state of the art and generally recognized safety standards and regulations.

You and others can nevertheless be exposed to dangerous situations, for example, as a result of environmental influences, machine damage, or operator errors.

Do not make any alterations or modifications which could impair the safety of the machine. All modifications and changes must be approved.

Use only original spare parts. Note that the use of parts from other manufacturers will void the guarantee.

In addition to this operating manual be sure to also observe the respective legal provisions and regulations in your country.

Observe the safety and accident prevention regulations:

further operating manuals

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of the mine,

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of the mine inspector, and

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of the mining supervisory authorities

Please read also the operating manuals of the components required for operation, e.g. of gearboxes, diesel motors, etc., carefully and thoroughly. Clarify any questions before starting work.

______________________________________________________________ A6474X253 REV 07 2.3

Personnel _______________________________________________________ Personnel Operation training

The machine may only be operated by qualified, trained personnel.

The machine is only allowed to be operated by qualified personnel who can provide proof of having been trained on this unit. Reading of the operation manual, especially the chapter on safety, shall constitute a part of this training.

You must have adequate knowledge of the ■

mechanics,

■

hydraulics, and

■

control engineering

and must be able to prove this knowledge.

Installation and repair As a fundamental rule, installation and repair work may only be carried out by personnel who have been adequately trained for these particular requirements.

Installation and repair work on: ■

safety components (pressure relief valves, extinguishers, etc.)

■

the electrics (controllers, etc.)

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the hydraulics (controls, cylinders, etc.)

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diesel engines (engines, exhaust system, etc.)

may only be carried out by service engineers or by specially qualified personnel of the mine.

________________________________________________________________ 2.4 SU488 DN Scoop

_____________________________________________ Operating conditions Operating conditions Intended use Intended uses include: ■

the transport of materials

■

use during clean up and utility work.

Unauthorized use Applications not expressly listed as intended uses are unauthorized uses and are not allowed to be performed with the machine.

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the transport of persons

The manufacturer accepts no liability for any damage resulting from any such unauthorized use.

______________________________________________________________ A6474X253 REV 07 2.5

Operating conditions _____________________________________________

________________________________________________________________ 2.6 SU488 DN Scoop

_______________________________________________ Safety instructions Safety instructions General rules: general

Always work with full concentration.

Familiarize yourself with your working environment.

noise emissions

Always wear your personal protective equipment. This includes ear protection as the noise emitted by other equipment in the area may at times exceed 85 db(A).

Inform your colleagues of:

safety equipment

■

your exact location.

■

the work you are performing.

■

the time that you will probably require.

Start the machine only when it is in a good and safe operating condition and all protective devices, cover plates, etc. are correctly installed.

Observe the acoustic and optical start-up warnings of the machine.

symbol plates cordon off working area moving parts

steering lockout

Observe the symbol plates on the machine.

Cordon off your working area widely for the machine.

Never allow parts of your body to come between parts which could move, such as: ■

bucket

■

pivot points

■

ejector

Connect the steering lockout device before performing maintenance or repairs on the machine.

______________________________________________________________ A6474X253 REV 07 2.7

Safety instructions _______________________________________________ Storage and transport Maintain the prescribed storage periods and observe the instructions for storage.

Do not store materials or parts in the travel way or in your working area.

Inform the persons involved about the intended transport route and the anticipated duration of the transport. transport safety device

Ensure that the transport safety devices are correctly fitted.

Fix all moving parts with transport locks.

Never stand under unsupported parts or suspended loads.

means of attachment

Connect the lifting equipment only to the points of attachment provided for that purpose. Observe the different load limits of the attachment points. Also observe the instructions on the transport sheet.

Only use means of attachment which are in good condition and have been designed for the loads to be handled.

For round components use transport straps, only. Never use chains or steel cables for this purpose.

Do not damage the treated or polished surfaces of shafts, sealing surfaces, etc.

mobile handling equipment

When using mobile handling systems for transport make sure that the center of gravity is as low as possible.

Pre-start inspection operation

Read this entire guide before attempting to operate this machine.

inspection

Inspect the machine and have any malfunctioning, broken or missing parts corrected or replaced before use.

maintenance instruction and safety tags operator’s compartment cab/canopy

Verify that all maintenance has been performed.

Verify that all instruction and safety tags are in place and readable.

These are as important as any other equipment on the machine.

Clean any foreign material from the operator’s compartment.

This machine was shipped from the factory equipped with a protective cab/canopy. The cab/canopy must be securely in place before operating the unit.

________________________________________________________________ 2.8 SU488 DN Scoop

_______________________________________________ Safety instructions Installation and start-up inclined face

environmental acceptability

On inclined faces secure all component parts by chains, e.g. to the support.

When working with oils, greases and other chemical substances, observe the safety regulations applicable to the product.

Dispose of cleaning rags, etc. which have been soiled with oil, grease or other chemical substances in an environmentally safe manner.

controls

When starting up machine, do not operate any controls located inside the operator’s compartment from outside the compartment.

starting procedures

Follow the starting procedure instructions in chapter 5 of this manual.

hazard zone

Do not operate any levers, pedals or controls if anyone is in the hazard zone. (See Hazard zone in Chapter 5 of this manual)

Operation training

Operate the machine only if you have a profound knowledge of the control elements and their functions. It is necessary that you have been task trained on the respective scoop.

before start-up

Before start-up, ensure that there are no persons or obstructions in your line of travel or in the articulation area when steering the unit.

protective devices

Check that all protective devices are installed on the machine and function properly.

operator’s compartment

Clean the operator’s compartment at regular intervals. Ensure that the operating symbols are legible in order to avoid any operator errors and resulting accidents.

Never climb onto or out of the machine while it is in motion.

Do not operate the machine with any part of your body outside of the operator’s compartment in order to prevent body parts from being crushed between the machine and outside objects .

traveling

Use extreme caution when traveling in close quarters or in congested or blind travel areas. The warning gong should be sounded to alert personnel of your movement.

passengers

Never carry passengers. Passengers may be thrown off of the machine and could be crushed between the machine and outside objects.

safety rules

Always follow all safety rules of each particular mine when operating the machine.

problems and malfunctions

If problems or malfunctions are encountered while operating the unit, it must be properly shutdown and the problem corrected immediately.

______________________________________________________________ A6474X253 REV 07 2.9

Safety instructions _______________________________________________ Stopping operator’s compartment

Do not leave the operator’s compartment with the unit running. Always properly shutdown the unit before leaving the operator’s compartment.

parking

Always park the unit on solid, level ground. If this is not possible, park the unit at a right angle to the slope to prevent accidental movement of the machine.

Use proper flags, warnings or barriers when parking in areas of traffic.

Chock all four (4) wheels in both directions whenever possible.

Maintenance and repair Be sure to observe the prescribed maintenance and inspection intervals.

Inform the supervisory personnel and the face crew of any maintenance and repair operations. Give them information on the intended operations and the anticipated duration. securing

Secure your working area over a wide range in order to avoid endangering other persons.

Disconnect the battery from the machine to prevent unauthorized and unintentional starting.

Protect your work area against falling rocks.

replacing components original parts

lifting

Pass on defective components remove for servicing without delay in order to prevent these parts being reinstalled elsewhere.

Use only spare parts which satisfy the specified technical requirements.

This is only ensured with original spare parts.

Please refer to the parts manual that shipped with your machine.

For raising the scoop use only: ■

crib blocks with adequate load-holding capacity.

■

hoists, jacks, or cranes with adequate load-carrying capacity.

________________________________________________________________ 2.10 SU488 DN Scoop

_______________________________________________ Safety instructions Diesel emissions NOTICE! The fuel buffalo enables the fuel to remain clean during transition to fuel tank.

Keep the tank topped off to minimize the moisture buildup in the tank.

Excessive intake restriction causes significant increase in carbon monoxide and soot emissions—restriction (>50”WG).

When increased carbon monoxide and black smoke are detected, the intake air cleaner may need to be replaced.

A mostly blocked intake system can lead to carbon monoxide increases of 50-250% and increases in smoke. what is diesel exhaust?

Diesel exhaust is a highly complex mixture of organic and inorganic compounds. It contains both gasses and particulate matter. Particulate matter is solids within the exhaust stream. These solids absorb gasses from the exhaust stream and are suspected to be carcinogens (cancer causing agents), mutagens (cause mutations), and teratogens (cause birth defects) when exposure exceeds certain limits.

Exhaust gasses are irritants and can be toxic when exposure exceeds certain limits. There are higher concentrations of the following gasses in the exhaust stream: carbon monoxide, carbon dioxide, sulfur dioxide, and nitrous oxides.

Following is a partial list of the health effects associated with overexposure to diesel exhaust gasses. This information is meant to serve as a guideline only. It is not meant to be a comprehensive guide or to replace mine safety training. Always follow all Federal, State, Local, and mine regulations regarding the safe operation of diesel equipment.

carbon monoxide (CO)

Carbon monoxide (CO) is a colorless, odorless, and tasteless gas and it is often referred to as the “silent killer”.

The warning signs of carbon monoxide exposure are: ■

headache

■

vision problems

■

dizziness

■

confusion

Symptoms of carbon monoxide poisoning are: ■

nausea and vomiting

■

ears ringing

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reddened skin

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difficulty breathing

High levels of carbon monoxide can cause death by asphyxiation within minutes.

______________________________________________________________ A6474X253 REV 07 2.11

Safety instructions _______________________________________________ carbon dioxide (CO2)

Carbon dioxide (CO2) is a colorless, odorless gas. Symptoms of carbon dioxide exposure are: ■

headache

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increased heart rate

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dizziness

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restlessness

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sweating

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elevated blood pressure

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vision problems

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hearing impairment

Overexposure to carbon dioxide can lead to convulsions, a coma, or death by asphyxiation. nitrogen oxides (NOx)

Nitrogen oxides are gasses composed of nitrogen and oxygen. The two most abundant in diesel exhaust are nitric oxide (NO) and nitrogen dioxide (NO2).

Nitric oxide is a sharp, sweet smelling gas at room temperature while nitrogen dioxide has a strong, harsh odor.

Exposure to nitrogen oxides may not result in symptoms until 6 to 24 hours after exposure. Low levels of NOx exposure can irritate respiratory passages, possibly causing a cough, shortness of breath, tiredness, nausea, and edema (fluid on the lungs).

exhaust summary

Many factors can adversely affect diesel emissions, the most common being intake restriction. It is extremely important to strictly maintain engine and exhaust conditioning equipment and to regularly monitor the mine atmosphere.

________________________________________________________________ 2.12 SU488 DN Scoop

_______________________________________________ Safety instructions Handling of hydraulic fluids Avoid direct contact between the skin and hydraulic fluids.

Hydraulic fluid can penetrate the skin and cause serious infection.

Never use hydraulic fluid for rinsing or cleaning. Hydraulic fluid represents a very serious danger to health.

Only persons who have and can demonstrate a special knowledge of hydraulics are allowed to work on the hydraulic system.

Do not alter the hydraulic settings from that indicated in this manual or as set at the factory.

Always follow all safety procedures of each particular mine when performing maintenance.

It is important that any procedure not specifically recommended in this guide be thoroughly evaluated from the standpoint of safety before it is implemented.

Carry out a visual inspection of all the hydraulic components at regular intervals. In particular check that: ■

the hoses are not pinched or trapped.

■

the hoses have no bubbles or blisters.

■

the hose or outer sheathes of the hose are not abnormally rigid or hard.

■

the outer sheath of the hoses is not damaged.

■

the connectors are securely inserted into the sockets.

■

the connections are leak-tight.

Ensure that no dirt enters the hydraulic system during repair work. Dirt in the hydraulic system can cause serious damage in the whole system!

Flush out the hydraulic lines thoroughly before connecting.

______________________________________________________________ A6474X253 REV 07 2.13

Safety instructions _______________________________________________ permissible hoses

If hydraulic hose couplers are difficult to disconnect or cannot be disconnected, the hydraulic line may still be pressurized. Be sure to depressurize the line before disconnecting couplers.

Secure the connectors of the hydraulic elements only with the proper coupling clamps. Always fasten the clamps completely and with both sides. Never use nails, wire or similar materials for securing.

After finishing repair work, check all connectors and connections for leaks before pressurizing the system again.

Use only hydraulic hoses approved for the prevailing pressures.

Do not use any hydraulic hoses with damaged connectors or worn orings.

Replace hydraulic hoses only with hoses of the same or a higher quality.

Observe the date of manufacture stamped on the hydraulic hoses (Fig. 1). Never use hydraulic hoses which are more than 2 years old, even if they have no visible signs of damage.

Never try to hold a jumping hydraulic hose. Depressurize the line in question immediately.

Never try to repair damaged hydraulic hoses.

Replace hydraulic hoses at the first suspicion of damage.

Lay the hydraulic hoses properly behind the brackets and clamps provided for them.

Always lay hydraulic hoses so they: ■

always have a little slack (Fig. 1).

Fig. 1: Laying hydraulic hoses, slack Right

Wrong

________________________________________________________________ 2.14 SU488 DN Scoop

_______________________________________________ Safety instructions laying hydraulic hoses

■

are not twisted (Fig. 2).

Fig. 2: Laying hydraulic hoses, twisting Right

■

Wrong

are not bent directly behind the connections (Fig. 3). (distance min. 1.5 x nominal diameter).

Fig. 3: Laying hydraulic hoses, bending Right

■

Wrong

cannot chafe (Fig. 4).

Fig. 4: Laying hydraulic hoses, crossing Right

Wrong

______________________________________________________________ A6474X253 REV 07 2.15

Safety instructions _______________________________________________ ■ ■ ■ ■

are not kinked. do not have to withstand tensile strains. are protected against thermal radiation. are accessible at all times.

Push hydraulic hoses into the sockets only by hand. Never try to drive the hydraulic hoses in with a tool as this will damage the connections.

When installing the hydraulic hoses, ensure that they cannot be: ■ ■ ■ ■ ■

torn out, kinked, crushed, driven over or twisted by movement of the machine (Fig. 5).

Fig. 5: Laying hydraulic hoses, connections on moving parts Right

Wrong

________________________________________________________________ 2.16 SU488 DN Scoop

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3

Storage and transport

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____________________________________________ Storage and transport

Storage and transport This chapter contains important information on the correct storage and transport of the scoop. Observance of the instructions and tips will increase the service life and availability of the machine. You will also be able to carry out the transport work quicker and more safely. Careful attention to the points in this chapter will help you to simplify your dayto-day work.

Storage corrosion protection

Components coated with temporary corrosion inhibitor are protected for approximately six months.

Before delivery, the hydraulically operated equipment is operated and all axles, gear boxes, hydraulic oil tank, etc. are filled to their maximum fill point.

Storage of the machine and spare parts no direct exposure to sunlight dirt and moisture

Store the equipment indoors or cover with a tarpaulin to protect against direct exposure to sunlight.

Protect the equipment and all spare parts stored outdoors against moisture and dirt, e.g. using tarpaulins.

Protect the hydraulic plug connectors and the connectors of electrical cables with the caps and plugs supplied.

short-term storage

During short-term storage (approximately 4 weeks) of equipment outdoors, but at temperatures above freezing, electrical components need not be removed. Such components must be particularly protected against excessive temperatures, dirt and moisture.

long-term storage

If the equipment is to be stored more than six months, the following lubrication and corrosion inhibiting procedures must be followed: ■

If the cylinder rods are exposed, the rods must be coated with a corrosion inhibiting fluid.

■

Completely fill the hydraulic oil tank with oil

■

Fill the gear case(s) to the maximum fill level. The gear case(s ) must be rotated monthly to ensure that the interior fo the gear case (s) remains lubricated.

■

Lubricate all grease points (see Maintenance section in Chapter 5 of this manual).

■

Store the equipment in a well ventilated, dry room. Do not store outdoors.

______________________________________________________________ A6474X253 REV 07 3.3

Storage and transport _____________________________________________

random sample inspection

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Drain and refill the radiator with new antifreeze.

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Drain and refill, halfway, oveflow bottles with new antifreeze.

■

Cover the radiator to protect from damage.

■

Remove the battery and store appropirately.

■

Refer to the engine manufacturer’s storage procedure guide located in your parts manual supplied with your machine for procedures on long-term storage of the engine.

After a storage period of approximately two years, a random sample inspection must be performed to determine whether the measures taken and the method of storage has prevented damage.

natural aging

Even with proper storage, seals and hoses are subject to natural ageing. Do not use these parts if they have been stored for more than two years.

HFA fluids

Instructions on the storage of concentrates for hydraulic fluids can be found, if required, in chapter 6 in this operating manual.

IMPORTANT! Take care to insure that new supplies are stored separately from existing stock and that removal takes place on the “first in, first out” principle.

Long-term storage of spare components

hydraulic components

If a component is to be stored more than six months, the hydraulic component must be completely filled with a corrosion inhibiting fluid. fill the hollow areas of the hydraulic components (e.g. the piston chambers) in horizontal position (ports facing upwards) until they start to overflow, then seal the ports with plastic or steel plugs.

miscellaneous components

Store the electrical equipment, electronic components, spare parts of rubber or plastic (such as seals and hoses), and hydraulics fluids only in closed rooms at temperatures of 60 °F to 77 °F (15 °C to 25 °C).

motors

Refer to the motor manufacturer’s storage procedure guide located in your parts manual supplied with your machine.

plastic deformation

In order to prevent plastic deformation of the seal elements, cylinders must be stored in an upright position. some cylinders must be removed so that they can be stored upright.

________________________________________________________________ 3.4 SU488 DN Scoop

____________________________________________ Storage and transport Transport Load units: dimensions and weights Observe the transport sheets for the machine and spare parts. They contain information on: ■

dimensions

■

weight

■

lifting points, etc.

Additional information on the dimensions and weights can be found in chapter 6 in this operating manual.

WARNING! Use only load handling devices complying with the technical and legal regulations for the transport of loads. You could be seriously injured or even killed by falling loads. Use only suitable load handling devices.

Before transport temperatures below freezing

Before transporting the equipment at temperatures below freezing, all hydraulic components operated with emulsion (HFAE or HFAS) must be completely drained and then filled with a corrosion inhibitor/frostproofing fluid (e.g. CV 50).

electronic components

Transport of equipment at temperatures between -6° F (-21° C) and -40° F (-40° C) is only permissible when certain measures were taken to meet these conditions at the design and manufacture stages. Nevertheless, the individual parts and devices of this equipment must not be subjected to sudden impact loads at such low temperatures and may only be loaded statically or quasi-statically.

During transport of this equipment with floor-mounted vehicles at such low temperatures, measures must also be taken to ensure that the parts and devices are not subjected to sudden impact loads. At very low temperatures and on poor roads, the transport vehicle speed must therefore be limited to a maximum of 15 mph (25 kph) for truck transport.

Coolant system to be filled with antifreeze sufficient to meet weather conditions.

Catalytic convert should not be exposed to freezing temperatures. It needs to be operated to temperature to burn off collected water vapor before overnight storage. For long periods of storage the condensation can freeze and fracture the ceramic.

______________________________________________________________ A6474X253 REV 07 3.5

Storage and transport _____________________________________________ Electrical and electronic components must be removed for overseas transport or prolonged storage outdoors unless these components or the complete equipment is protected against harmful environmental influences by a suitable packaging. The electrical cables remain in the equipment. They must be carefully protected against transport damage and soiling of the connections.

________________________________________________________________ 3.6 SU488 DN Scoop

_______________________________________________________________

4

Installation

________________________________________________________________

_______________________________________________________________

________________________________________________________________

_____________________________________________________ Installation

Installation Points to observe prior to installation Who is allowed to carry out installation?

Installation is only allowed to be carried out by personnel having received adequate training to perform this task.

Work on: the safety components (pressure relief valves, fire extinguishing equipment etc.) the electrical equipment (control units, signaling devices, etc.) the hydraulic equipment (cylinders, directional control valves, hoses etc.), and the diesel engine and engine circuits (cooling circuit, air intake/ exhaust circuit, fuel circuit, etc) should only be carried out by service engineers or by specially trained personnel.

Which tools are required for installation? tool box

No special tools are required to put the scoop into service.

Various items of auxiliary equipment and machines may be required at the point of installation.

These include: ■

hoists with adequate lifting capacity

■

means of attachment with adequate lifting capacity

■

unloading dock

■

jacks with adequate lifting capacity

______________________________________________________________ A6474X253 REV 07 4.3

Installation ______________________________________________________ Notes on installation CAUTION! Serious damage can be caused to the scoop as a result of incorrect installation. The unit should, therefore, only be installed under the instruction of specialists. installation plan

The sequence of operations during installation must be adapted to the individual conditions prevailing at the site. Before starting the work a detailed list of steps to be taken with respect to transport and assembly should be prepared and a corresponding plan established.

IMPORTANT! The sequence of operations during installation must be adapted to the individual conditions prevailing at the site. Before starting the work a detailed list of steps to be taken with respect to transport and assembly should be prepared and a corresponding plan established

________________________________________________________________ 4.4 SU488 DN Scoop

_____________________________________________________ Installation Pre-installation check list NOTICE! The machine was inspected prior to shipment from the factory to ensure proper functioning and installation of all components.

However, to ensure that no transit damage has occurred, the following pre-startup checks should be performed: ■

perform daily maintenance

■

visually inspect all hydraulic hoses and electrical cables for damage

■

clean any foreign material from the operator’s compartment

■

if equipped with bucket, clean any foreign material from behind the ejector blade

■

check safety provisions for operational condition on fire suppression system

■

check that all covers and guards are in place and secure

■

check that all tags and instruction labels are in place and secure

■

check that operator’s canopy is secure and in place

■

start the machine and allow the hydraulic system to warm up for five (5) to ten (10) minutes

■

check hydraulic system pressures (refer to the hydraulic schematic supplied for your particular machine for pressure settings)

■

check all engine gauges in the operator’s comportment to ensure all systems are functioning properly

______________________________________________________________ A6474X253 REV 07 4.5

Installation ______________________________________________________ Safety features NOTICE! The operator must become familiar with all the safety features and their location on the machine prior to installation or operation.

Safety features include: (Reference Fig. 8) canopy/cab

The machine was shipped from the factory with a protective canopy/ cab. Ensure that the canopy/cab is in place and secure at all times to protect the operator from falling debris.

fire suppression

The machine is equipped with a fire suppression system that can be actuated either automatically or manually.

A wire circuit is routed throughout the machine. When exposed to fire, the circuit will initiate a fire detection condition and the fire suppression will discharge.

The machine is also equipped with two (2) fire suppression (remote) actuators. One is located to the operator’s right inside the operator’s compartment and the other is located on opposite side of the machine on the rear frame in the fuel filter compartment. This particular suppression system is pneumatically actuated and extinguishes with dry chemicals. To actuate the system from either of the two (2) actuators, pull the safety pin and strike downward on the plunger. Immediately after the plunger is struck, dry chemical will be dispensed throughout the machine. The engine will shut down when the fire suppression system is activated. The fire suppression system must be completely recharged with dry chemicals and expellants after it has been actuated.

Refer to the Ansul fire suppression users manual for complete operating instructions.

WARNING! If either of the fire suppression actuators is actuated, the system must be completely recharged with dry chemicals and expellants.

guards and covers

The machine is equipped with guards and covers to reduce the possibility of personnel coming in contact with rotating or moving parts. All guards and covers must be installed and securely fastened during operation.

DANGER! Do not operate the machine with any of the guards or covers removed. You or other personnel could be seriously injured from moving or rotating parts.

steering lockout

The machine is equipped with a steering lockout. The lockout should be connected and secure during shutdown and while performing maintenance on the machine.

________________________________________________________________ 4.6 SU488 DN Scoop

_____________________________________________________ Installation horn

emergency stop button

The horn button (Fig.6) is above the on/off switch. It by law must be sounded at certain times (e.g., going through pull curtains).

The emergency stop button (Fig. 6) is located to the left of the operator inside the operator’s compartment. When struck, the emergency stop will cut-off fuel supply to the engine, causing the engine to shutdown.

Fig. 6: Horn and emergency stop locations

Horn

Emergency stop button

warning gong

The machine is equipped with a warning gong (Fig. 7).located inside the operator’s compartment to the left of the operator. This warning gong should be used in accordance with the safety standards at the mine where the scoop is being used.

______________________________________________________________ A6474X253 REV 07 4.7

Installation ______________________________________________________ Fig. 7: Safety features

Fire suppression actuator

Steering lock Storage location

Steering lock Locked location

Canopy/cab

Fire suppression actuator

Warning gong

Operator’s compartment

________________________________________________________________ 4.8 SU488 DN Scoop

_____________________________________________________ Installation Fig. 8: Overview

Rear frame

Diesel engine

Hydraulic oil tank and fuel tank

Front frame

Operator’s compartment

Winch

Tilt/lift assembly

______________________________________________________________ A6474X253 REV 07 4.9

Installation ______________________________________________________

________________________________________________________________ 4.10 SU488 DN Scoop

_______________________________________________________________

5

Operation

________________________________________________________________

_______________________________________________________________

________________________________________________________________

______________________________________________________ Operation

Pre-operation suggestions ■

Assure the park brake is set.

■

Assure the equipment is clean and free of accumulations of combustibles.

■

Check for loose, unsecured materials stored or hauled on the equipment.

■

Check reflective material surrounding the machine.

■

Check for loose, leaking or missing exhaust components.

■

Check fire suppression status panel.

■

Check engine, fuel and hydraulic oil level.

■

Check for fluid leaks.

■

Check engine belts.

■

Assure covers and guards are in place.

■

Check fire extinguisher.

■

Check lights and audible warning devices.

■

Start engine and allow to warm to operating temperature.

■

Check all gages for operation.

■

Check intake restriction at high idle.

■

Check exhaust restriction at high idle.

■

Check coolant temperature.

■

Check transmission fluid level.

■

Check brake operation.

■

Check steering operation.

■

Record engine operating hours.

______________________________________________________________ A6474X253 REV 07 5.3

Operation _______________________________________________________

Operation This chapter contains important information on the operation and maintenance of the machine. It also includes instructions on the replacement of wear parts. Read this chapter carefully and thoroughly. In particular, observe the safety instructions in chapter 2 “Your safety”.

How to operate the scoop DANGER! Incorrect operation endangers yourself and others! Incorrect operation of the machine is often the cause of very serious accidents! Operate the unit only when you have been sufficiently trained on the machine and have read and understood this operating manual. Should anything be unclear, please contact your immediate supervisor.

Who is allowed to operate the scoop?

The scoop is only allowed to be operated by persons with adequate knowledge of the complete machine.

This includes: ■

what safety devices are installed on the machine.

■

where these safety devices are located.

■

how these safety devices are to be operated.

When can operation be started?

Operation must not be started until the safe condition and proper function of the complete machine has been checked and the daily maintenance operations have been carried out.

________________________________________________________________ 5.4 SU488 DN Scoop

______________________________________________________ Operation Controls and indicators Operator’s compartment – right side The primary controls for the machine are located in the operator’s compartment (Fig.9).

Fig. 9: Operator’s compartment – right side Fire suppression actuator

2 Speed winch operation

Warning gong

Dif-lok

Winch/ PTO

Diverter valve winch/ PTO

“ACCUMULATOR” pressure gauge “SYSTEM” pressure gauge

Fire extinguisher “EJECTOR” lever

“BUCKET TILT” lever

“BUCKET LIFT” lever

Winch speed control lever

“EMERGENCY BRAKE” pressure gauge

“QA LOCK” lever

Brake release hand pump

Note: Typical operator’s compartment shown, location of controls may vary.

______________________________________________________________ A6474X253 REV 07 5.5

Operation _______________________________________________________ Operator’s compartment – left and center Fig. 10: Operator’s compartment – left and center

“DIF-LOK PRESSURE”

“BRAKE PRESSURE”

“EMER/PARKING BRAKE”

“EXH PRESSURE”

Throttle reservoir

“INTAKE RESTRICTION” vacuum gauge

Brake

Accelerator

Converter/transmission oil temperature

Tachometer Engine coolant temperature

Emergency stop Oil pressure

Horn

Hour meter

Fuel gauge

Start/ Run/ Stop/ Auto Start

Front/ rear lights

Steering

Gear Shifter

Voltmeter

Park brake interlock switch

Note: Typical operator’s compartment shown, location of controls may vary.

________________________________________________________________ 5.6 SU488 DN Scoop

______________________________________________________ Operation WARNING! Before operating any levers or pedals on the scoop always make sure no one is in the hazard zone (see Hazard zone in this chapter). Do not operate any levers or pedals from outside the operator's compartment. fire suppression

The machine is equipped with a fire suppression system (Fig. 11) that can be actuated either automatically or manually.

A wire circuit is routed throughout the machine. When exposed to fire, the circuit will initiate a fire detection condition and the fire suppression will discharge.

The machine is also equipped with two (2) fire suppression (remote) actuators. One is located to the operator’s right inside the operator’s compartment and the other is located on opposite side of the machine on the rear frame in the fuel filter compartment. This particular suppression system is pneumatically actuated and extinguishes with dry chemicals. To actuate the system from either of the two (2) actuators, pull the safety pin and strike downward on the plunger. Immediately after the plunger is struck, dry chemical will be dispensed throughout the machine. The engine will shut down when the fire suppression system is activated. The fire suppression system must be completely recharged with dry chemicals and expellants after it has been actuated. Refer to the Ansul fire suppression users manual for complete operating instructions.

WARNING! If either of the fire suppression actuator are actuated, the system must be completely recharged with dry chemicals and expellants.

Fig. 11: Fire suppression locator (typical) Typical actuator Actuator Plunger

Warning gong

Pin CO2 cartridge

Fire extinguisher

Fire suppression control module

Actuator

______________________________________________________________ A6474X253 REV 07 5.7

Operation _______________________________________________________ warning gong

brake release hand pump

The warning gong (Fig. 12), is located to the operator's right. It is sounded by striking the knob in the center of the gong. This warning gong should be used in accordance with the safety standards at the mine where the scoop will be used.

The automatic emergency brakes are spring-applied (on), pressurerelease (off) internal wet disc brakes located on each wheel end. The automatic (park) brake is normally released using the "EMER./ PARK BRAKE" knob in the center of the cab (see instructions for “emergency/ park brake” later in this chapter). Should hydraulic system failure occur, the automatic (park) brake can be released using the manual brake release hand pump (Fig. 12).

To release the automatic emergency/park brakes with the machine deenergized proceed as follows:  Turn the selector valve handle on the hand pump to the “PUMP TO RELEASE” position.  Remove the pump handle retaining ring.  Pump the hand pump until the “EMERGENCY BRAKE” gauge reads a minimum of 1,500 psi.

To reset the automatic emergency/park brakes proceed as follows:  Turn the selector valve handle on the hand pump to the “NORMAL RE-APPLY” position.  Push the hand pump handle down and reinstall the retainer pin.

Fig. 12: Brake release hand pump

Warning gong

Brake release hand pump

________________________________________________________________ 5.8 SU488 DN Scoop

______________________________________________________ Operation WARNING! The machine must be chocked at all four (4) wheels before releasing the automatic emergency/park brakes with the hand pump.

The machine could run away out of control and cause damage to the machine or injury or death the operator or other persons. pressure gauges

Located to the right of the operator’s seat are three (3) pressure gauges (Fig. 14) that provide the operator with a continuous reading of the “ACCUMULATOR”, “SYSTEM” and “BRAKE” pressures.

The hydraulic system pressure relief valve (Fig. 13) is set at the factory at 2,500 psi and should not be changed. Should the “SYSTEM” pressure gauge read more than 2,650 psi, shut down the machine and call a maintenance person.

WARNING! If the “SYSTEM” pressure is outside (+/- 100 psi) of the normal operating range, (refer to the hydraulic schematic supplied for your particular machine for correct pressure settings), shutdown the scoop (see Shutdown procedure in this chapter) and call a maintenance person.

WARNING! If the “ACCUMULATOR” pressure drops below 1,475 psi, shutdown the scoop (see Shutdown procedure in this chapter) and call a maintenance person.

WARNING! If the “BRAKE” pressure drops below 1,475 psi, shutdown the scoop (see Shutdown procedure in this chapter) and call a maintenance person.

Fig. 13: Pressure gauges “BRAKE” pressure gauge

“ACCUMULATOR” pressure gauge

“SYSTEM” pressure gauge

______________________________________________________________ A6474X253 REV 07 5.9

Operation _______________________________________________________ 2-speed winch valve

The 2-speed winch valve (Fig. 14) is located on the right side of the operator’s seat. It allows the operator to speed up or slow down the speed of the winch. To increase the speed of the winch, pull the handle towards the operator. To decrease the speed of the winch, push the handle away from the operator.

dif-lok button

The operator controlled “DIF-LOK” actuator (Fig. 14) is located to the operators right on the floor. When actuated (pushed in) the differential locks are engaged in both the front and rear axles. To release the differential lock, pull out on the knob.

WARNING! Operation of dif-loks may cause overloading of drive line parts.

Special attention is necessary. Operate dif-loks only in difficult ground condition (sand, gravel, mud). The dif-lok button should only be actuated at a stand still and under no circumstances when wheels are spinning.

Fig.14: 2 Speed winch handle and dif-lok button

2 Speed winch handle

“EJECTOR” control lever

Dif-lok button

The “EJECTOR” lever (Fig. 15) operates the ejector blade located in the bucket. The ejector blade pushes out everything in its path, emptying the bucket. When the “EJECTOR” lever is pushed to the right (“OUT”), the ejector blade moves toward the front of the bucket (extend.) When the “EJECTOR” lever is pushed to the left (“IN”), the ejector blade moves toward the back of the bucket (retract.) When the ejector blade is not being used, it should be resting in the retracted position.

WARNING! Before moving the “EJECTOR” control lever, verify that no one has any part of his body between the ejector blade and the back of the bucket. Also keep any obstructions from behind the ejector blade so it can return completely to the back of the bucket.

________________________________________________________________ 5.10 SU488 DN Scoop

______________________________________________________ Operation “BUCKET LIFT” control lever

The “BUCKET LIFT” control lever (Fig. 15) is used to raise or lower the bucket. To lower the bucket, push the lever down. To float the bucket, push lever full down to detent position. To raise the bucket, pull the lever up.

WARNING! Holding the “BUCKET LIFT” control lever in the down position can raise the front end of the machine off the ground and could cause the top of the machine to strike the roof of the mine, crushing persons or body parts in between. Make sure that no one is in the hazard zone before moving any levers or pedals.

When the unit is to be shutdown, the bucket should be lowered to the ground to prevent accidental movement of the attachment. If the “BUCKET LIFT” control lever is moved when the unit is shutdown, the attachment could drop, even if all other levers and pedals are in the off position.

“BUCKET TILT” control lever

The “BUCKET TILT” control lever (Fig. 15) is used to control the quick attach bucket. This control lever allows the operator to tilt the bucket either forward or back. To tilt the attachment down, push the lever away from the operator. To tilt the attachment up, pull the lever towards the operator.

“QA LOCK” control lever

The “QA LOCK” control lever (Fig. 15) provides the operator with a means of quick attachment of the forks and bucket. Pull the lever to the left to insert and lock the mounting pins. Push the lever to the right to disengage and unlock the mounting pins.

Fig. 15: Control lever locations

“EJECTOR” control lever

“BUCKET LIFT” control lever

“QA LOCK” control lever

“BUCKET TILT” control lever

______________________________________________________________ A6474X253 REV 07 5.11

Operation _______________________________________________________ diverter valve

Pull diverter valve (Fig. 16) up to activate the winch. Push the valve down to activate the PTO.

“WINCH/PTO”

The "WINCH/ PTO" control lever located to the operator’s right (Fig. 16) controls either the winch or the hydraulic PTO, depending on the position of the diverter valve.

When the diverter valve is pushed down, the "WINCH/ PTO" control lever operates the PTO. When the control lever is moved to the left by the operator, the “B” port is pressurized. Moving the handle to the right pressurize the “A” port.

CAUTION! Do not operate the PTO system continuously for more than 30 minutes at a time. Never block or tie the PTO function to active position.

When the diverter valve is pulled up, the "Winch/ PTO" control lever operates the winch. When the control lever is pulled to the left, the winch reels in. When the control lever is pushed to the right, the winch reels out.

Fig. 16: Diverter valve and winch/PTO control lever.

Diverter valve

“WINCH/ PTO” lever

NOTICE! This machine is equipped with four (4) axle mounted, HRSA (Hydraulic Released Spring Applied), wet multi-disc failsafe brakes, which are designed to suit all (i.e. Service/Emergency/ Park) brake requirements necessary for safe operation of this machine.

________________________________________________________________ 5.12 SU488 DN Scoop

______________________________________________________ Operation brake pedal (service)

The service brake pedal (Fig. 17) is a foot operated pedal located in front of the operator and is situated for actuation by the operator’s left foot. Service brake actuation is a reverse modulating (de-modulating) process which reduces the pressure supplied to the HRSA (Hydraulic Released Spring Applied) brakes as the pedal is depressed. The brake system for this machine has also been designed to provide isolated (front/rear) brake circuits via dual reverse modulating brake valves that are controlled via one common foot pedal. This design provides a safer and more efficient system which is easily maintained for secure performance.

Brake system operating pressure is regulated to a maximum limit of 1,700 psi and is achieved via internal controls within the brake pedal valves themselves.

accelerator pedal

The speed of the vehicle within a selected range is controlled by the accelerator pedal (Fig. 17). Thus, the final speed of the vehicle is dependent upon both the accelerator pedal and the speed selector lever.

The right pedal is the accelerator pedal (throttle), controlling the engine speed and it works like the accelerator of a car. Pushing the pedal down accelerates the vehicle, and releasing the pedal allows the vehicle to decelerate through the torque converter.

Fig. 17: Brake and accelerator pedal location

Brake pedal

Accelerator pedal

______________________________________________________________ A6474X253 REV 07 5.13

Operation _______________________________________________________ “EMER/PARKING BRAKE”

The parking brake (Fig. 18), which is the same as the emergency brake, has two positions: ON and OFF. Pushing the lever forward, away from the operator puts the brake in the ON position (Push to ON to start the engine). Pulling the lever towards the operator puts the brake in the OFF, or Auto mode. In the ON position, the brake is immediately engaged under any circumstances. In the OFF/ AUTO position, the brake is automatically applied only when the engine is stopped. It should be repeated that the parking brake is automatically applied, regardless of lever position, whenever the engine is stopped. The manual override of the declutch circuit (park brake interlock switch) is also located in the operators compartment to test the brake condition.

DANGER! Never leave the vehicle with the engine running and the parking brake disengaged.

“INTAKE RESTRICTION” vacuum gauge

This gauge (Fig. 18) monitors the inlet vacuum pressure and gives a visual indication if the air inlet filter needs cleaning or replacement. The maximum restriction is 26”.

“EXH PRESSURE” gauge

This gauge (Fig. 18) is located on the dash at the right of the “Emer/ Parking Brake” lever. It shows the back-pressure, in inches of water, across the hydraulic or dry filter. Check the exhaust pressure at high idle with the engine in neutral. If the needle exceeds 35”, then maintenance is required.

“BRAKE PRESSURE” gauge

The brake pressure gauge (Fig. 18) is located directly in front of the operator’s seat. During operation, the gauge should not exceed 400 psi (28 bar) for a John Deere axle assembly and 1,200 psi (83 bar) for a Meritor axle assembly. The Kessler axle (if equipped) has a reverse or demodulating valve and therefore requires pressure to release the brakes. Machines equipped with this option should have a minimum of 1,650 psi (114 bar) indicated on the gauge.

“DIF-LOK PRESSURE” gauge

The dif-lok pressure gauge (Fig. 18) is located directly in front of the operator’s seat. During operation, the gauge should not exceed 600 psi (41 bar) for a John Deere axle assembly and 1,000 psi (69 bar) for a Meritor axle assembly. If equipped with Kessler axles, the pressure gauge should indicate 150 psi (10 bar) to engage the dif-lok.

WARNING! Should the dif-lok or brake pressure exceed the maximum reading as listed above, shutdown the scoop (see Shutdown procedure in this chapter) and call a maintenance person.

throttle reservoir

The throttle reservoir (Fig. 18) is mounted on the left side of the dif-lok pressure gauge.

CAUTION! Be sure reservoir is higher than the pedal actuator and the slave cylinder so fluid can be gravity fed into them.

Fill reservoir and slave cylinder with hydraulic fluid only. A 50%/50% mixture of diesel fuel and hydraulic fluid is acceptable where temperatures below 40° F are encountered.

________________________________________________________________ 5.14 SU488 DN Scoop

______________________________________________________ Operation Fig. 18: Operator’s compartment “EMER/PARKING BRAKE”

Throttle reservoir

emergency stop button

“EXH PRESSURE” gauge

“DIF-LOK PRESSURE”

“INTAKE RESTRICTION” vacuum gauge

“BRAKE PRESSURE”

The emergency stop button (Fig. 19), located in the operator’s compartment, can be used to shutdown the machine in emergency situations.

This button should not be used for normal machine shutdown. Pressing the emergency stop button will shutoff the fuel to the engine. If the emergency stop button is depressed, it must be manually reset by pulling out the button.

Fig. 19: Emergency stop button

Emergency stop button

______________________________________________________________ A6474X253 REV 07 5.15

Operation _______________________________________________________ LOFA EP250 series control panel

The EP250 series control system (Fig. 20) is a flexible platform for diesel engine control, monitoring, and protection. It features First Fault Diagnostics (FFD): after pinpointing the initial failure, FFD stores it in memory and alerts the end user via a single bright LED. FFD monitors battery charge, low oil pressure, high temperature, overspeed, and exhaust temperature.

Some of the EP250 programmable features include: ■ ■ ■ ■ ■

automatic preheat duration afterglow duration failure indication with shutdown or indication only over-speed shutdown normally open or normally closed shutdown switches

The standard system includes a 12 inch wiring harness terminating into a sealed weatherproof plug. This durable connection performs well in harsh environments and provides efficient installation of custom plugand-play engine harnesses as well as standard harness extensions.

WARNING! When replacement parts are required, LOFA Industries recommends using replacement parts supplied by LOFA or parts with equivalent specifications. Failure to heed this warning can lead to premature failure, product damage, personal injury or death.

Improper operation, maintenance or repair of this product can be dangerous and may result in injury or death.

Fig. 20 : Gauge panel

________________________________________________________________ 5.16 SU488 DN Scoop

______________________________________________________ Operation battery/overspeed LED (red)

A solidly illuminated battery LED (Fig. 21) indicates a battery charge failure. A battery charge failure may be caused by a faulty alternator, broken drive belt or the alternator not excited. A battery voltage reading of approximately 14 volts on a 12 volt system (28 volts on a 24 volt system) while the engine is running indicates the battery is charging properly. Irregular blinking of the Battery LED may indicate a failing charge circuit. The system can be programmed for battery charge failure to indicate only.

A regularly blinking LED indicates overspeed shutdown.

preheat LED (red)

A solidly illuminated preheat LED (Fig. 21) is the system preheat indication. When the LED extinguishes the preheat period is complete and the engine may be cranked. The LED illuminates again to indicate afterglow.

oil pressure LED (red)

A solidly illuminated oil pressure LED (Fig. 21) indicates low oil pressure failure. The control system typically senses low oil pressure from a ground contact switch on the engine. When a sender/switch combination is used on the engine, the marking WK generally indicates the switch terminal. This input typically expects a normally closed switch (ground contact when oil pressure is low). A defective switch or shorting the shutdown input to ground can cause low pressure fault indication.

Additionally, when using sender/switch combinations, swapping the WK and G terminal can cause spurious shutdowns. The system can be programmed for oil pressure failure to indicate only.

WARNING! Low oil pressure is not an indication of low oil level. There is an oil level switch that will shutdown the machine in the event of a low oil issue.

NOTICE! Most shutdown switches are grounded through the switch body.

Do not use insulating sealant (i.e. Teflon tape) when installing switches. Some thermostat housings are composites and do not provide ground for the switch.

engine temperature LED (red)

A solidly illuminated temperature LED (Fig. 21) indicates high engine temperature failure. The control system typically senses high temperature from a ground contact switch on the engine. When a sender/switch combination is used on the engine, the marking WK or W generally indicates the switch terminal. This input typically expects a normally open switch (ground contact when engine temperature is too high). A defective switch or shorting the shutdown input to ground can cause over temperature fault indication. Additionally, when using sender/switch combinations, swapping the WK or W and G terminal can cause spurious shutdowns. The system can be programmed for temperature failure to indicate only.

______________________________________________________________ A6474X253 REV 07 5.17

Operation _______________________________________________________ WARNING! If the temperature sensor is not in contact with coolant due to coolant loss the engine is not protected from overheating.

NOTICE! Most shutdown switches are grounded through the switch body.

Do not use insulating sealant (i.e. Teflon tape) when installing switches. Some thermostat housings are composites and do not provide ground for the switch.

AUX 1: exhaust temperature shutdown (red)

A solidly illuminated AUX 1 LED (Fig. 21) indicates that the exhaust temperature has reached 300° F and will cause the engine to shut down. The control system typically senses failure using a ground contact switch. A defective switch or shorting the shutdown input to ground can cause fault indications.

AUX 2: exhaust temperature warning (red)

A solidly illuminated AUX 2 LED (Fig. 21) indicates that the exhaust temperature has reached 270° F and acts as a warning that the exhaust temperature is approaching an unacceptable operating temperature.

The control system typically senses failure using a ground contact switch. A defective switch or shorting the shutdown input to ground can cause fault indications.

Fig. 21: LED panel Battery LED Pre-heat LED Oil pressure LED Engine temperature LED

Exhaust temperature shutdown Exhaust temperature warning

Control system key

________________________________________________________________ 5.18 SU488 DN Scoop

______________________________________________________ Operation Battery Positive Connection battery circuit requirements

The electronic control system operates on either a 12 VDC or 24 VDC electrical systems. The un-switched battery positive connection to the control system is made at the weather proof connector. The control system provides switched positive battery protected by a 15 Amp fuse (12 V or 24 V system).

Protection for the un-switched battery positive circuit is dependent on specific equipment configuration. The overload protection should not exceed 125% of the sum of all output currents plus 5 Amps for the control system. Powering the control system through dedicated circuits with appropriate overload protection reduces the possibility of system damage.

Circuit breakers are preferred over in-line fuses for circuit protection.

Over current protection devices should ideally be located in a central location. If automatic reset circuit breakers are used, consideration of the environment of the breaker is critical and may affect the trip point.

The trip point of some circuit breakers can be significantly reduced below the rated trip point if the circuit breaker is exposed to high temperatures.

WARNING! Disconnecting the battery while the engine is running may damage electrical components.

Battery negative connection When using a battery disconnect switch, LOFA recommends using a 2 pole switch to disconnect both the battery and alternator output.

WARNING! Improper grounding can cause electrical noise, unreliable operation and may damage the control system or other components. All ground connections must be free from foreign materials which may interfere with proper grounding.

A reliable ground must be provided for the control system. It is recommended that the ground connection be made directly to the battery negative. Grounding through frame members is not recommended. All ground paths must be capable of carrying any likely fault currents.

Do not reverse the battery polarity. Attempting to crank the engine when the polarity of the battery connections is reversed may damage the control system.

NOTICE! A maximum of three ring terminals should be connected to a ground stud in order to ensure integrity of the ground connection.

The use of more than three terminals can cause the connection to become loose.

______________________________________________________________ A6474X253 REV 07 5.19

Operation _______________________________________________________ voltage drop

If control system voltage drops below 6 volts for more than one tenth of a second, the control system may reset causing the self test to reactivate and the engine to shutdown after 10 seconds. Resetting the control system is equivalent to quickly turning the key switch to off and back to run without starting the engine. Since the control system did not sense a start signal, the fuel run/stop solenoid deactivates after 10 seconds. Voltage drops can be caused by transients from external equipment, improper wire sizes, faulty wiring or nearby lightning strikes.

tachometer

The tachometer (Fig. 22) indicates engine RPM using a frequency signal derived from the engine. This signal may be provided by an alternator frequency tap, proximity switch or magnetic pickup. The tachometer is factory calibrated to indicate correctly when the panel is preconfigured.

IMPORTANT! If the alternator is not excited (not charging), no frequency is generated and the tachometer will indicate 0 RPM.

transmission temperature gauge

This gauge gives the oil temperature in the transmission in degrees Fahrenheit. Maximum safe temperature is about 225°F (107°C) (Fig. 22).

voltmeter

The voltmeter (Fig. 22) is connected to the fuel run/stop solenoid output. If the voltmeter does not indicate in the run position, this indicates a problem with the solenoid circuit. A battery voltage reading of approximately 14 volts on a 12 volt system (28 volts on a 24 volt system) while the engine is running indicates the battery is charging properly.

Fig. 22: Gauge panel Voltmeter

Transmission Temperature

Tachometer

________________________________________________________________ 5.20 SU488 DN Scoop

______________________________________________________ Operation engine hour meter

This meter, just left of the engine coolant temperature gauge (Fig. 23), shows elapsed operating time in engine-hours of the diesel engine.

(One engine-hour equals sixty minutes of running time at 1800 rpm; e.g., if the vehicle runs for two hours at a high idle of 900 rpm, this would equal one engine-hour.) The hour meter is connected to the fuel run/stop solenoid output. If the hour meter does not count in the run position, this may indicate a faulty hour meter or a problem with the solenoid circuit. If the engine shuts down or is not started within 10 second the hour meter stops counting.

oil pressure gauge

This gauge (Fig. 23) measures oil pressure with a resistance sender on the engine referenced to ground. When a sender/switch combination is used on the engine, the marking G generally indicates the gauge terminal. The gauge expects a low resistance for low pressure and a higher resistance for higher pressure. If the gauge is not connected to the sender, the gauge will read full scale (pegged). A defective sender or shorting the gauge input to ground will cause the gauge to read 0 pressure. When using sender/switch combinations, swapping the WK and G terminal prevents the gauge from working and may cause spurious shutdowns.

WARNING! Low oil pressure is an indication of engine wear, not an accurate indication of low oil level.

engine coolant temp. gauge

The temperature gauge for the coolant in the diesel engine is located to the right of the hour meter (Fig. 23). The operating limit is shown, and increments are in degrees F. If the temperature goes above the safe operating limit, the engine should be immediately shut down to avoid further damage. The gauge measures engine temperature with a resistance sender on the engine referenced to ground. When a sender/ switch combination is used on the engine, the marking G generally indicates the gauge terminal. The gauge expects a high resistance for low temperatures and a lower resistance for higher temperatures. If the gauge is not connected to the sender, the gauge will read 0. A defective sender or shorting the gauge input to ground will cause the gauge to read full scale (pegged). When using sender/switch combinations, swapping the WK and G terminal prevents the gauge from working and may cause spurious shutdowns.

WARNING! If the temperature sensor is not in contact with coolant due to coolant loss, the gauge will not accurately indicate engine temperature.

NOTICE! Senders and gauges must be matched to each other. Improperly matched gauge/senders will not indicate correctly.

Most senders are grounded through the sender body. Do not use insulating sealant (i.e. Teflon tape) when installing senders. Some thermostat housings are composites and do not provide ground for the sender.

______________________________________________________________ A6474X253 REV 07 5.21

Operation _______________________________________________________ Fig. 23: Gauge panel

Coolant temperature Oil pressure Horn Fuel gauge

On/off switch

Engine hour meter

horn

The horn button (Fig. 23) is above the on/off switch. By law, it must be sounded at certain times (e.g., going through pull curtains).

on/ off switch

For instructions on the use of the on/off switch (Fig. 23), see the Starting procedure in this chapter.

fuel gauge

The fuel gauge (Fig. 23) reports the status of the fuel in the fuel tank.

steering control lever

The steering control lever to the left of the operator (Fig. 24) is used to steer the machine. To steer left when moving forward (toward the bucket) move the steering lever away from the operator. To steer right when moving forward, move the lever back toward the operator.

park brake interlock switch

The yellow button is the park brake interlock switch (Fig. 24) and is used to perform a park brake performance test.

To test the brakes:  Place the unit in an isolated area with the bucket down and against an immovable object.  Place the vehicle in 3rd gear, depress the interlock switch and attempt to accelerate. If the vehicles wheels attempt to rotate, the brakes are worn and in need of replacement.

headlight switches

The light switch levers (Fig. 24), located to the left of the operator, turn on either pair of the machine’s headlights. One pair is located on the rear end and the other pair is located on the bucket (front) end of the scoop. When the switches are in the up position, the lights are on.

________________________________________________________________ 5.22 SU488 DN Scoop

______________________________________________________ Operation Fig. 24: Gauge panel

Headlight switches

gear selector lever

Gear selector

Park brake interlock switch

Steering lever

A single lever (Fig. 24) selects the following gears: ■ ■ ■ ■ ■ ■ ■ ■ ■

REVERSE 4th GEAR REVERSE 3rd GEAR REVERSE 2nd GEAR REVERSE 1st GEAR NEUTRAL FORWARD 1st GEAR FORWARD 2nd GEAR FORWARD 3rd GEAR FORWARD 4th GEAR

The shift lever is operated by the driver’s left hand. This lever must be in NEUTRAL for the engine to start.

Remember to always engage FORWARD or REVERSE with the engine idling. It is not necessary to start off in low gear and constant operation in higher gears in low grade conditions is permitted.

Never lug or drag the engine speed down in high gear when working the vehicle on a grade. Whenever the machine is traveling below walking speed and is still pulling a load, shift into LOW. A recommended shift point should be around 1,750 ± 50 RPM. Speed range shifting (LOW-INTERMEDIATE-HIGH) may be made under full power. This will not hurt the transmission, but letting up on the throttle will provide the operator a smoother ride.

______________________________________________________________ A6474X253 REV 07 5.23

Operation _______________________________________________________ light switch

The machine is equipped with a light switch (Fig. 25) that is used to deenergize all power to the front and rear headlights. Location may vary.

Fig. 25: Light switch.

________________________________________________________________ 5.24 SU488 DN Scoop

______________________________________________________ Operation

Hazard zone Fig. 26: Hazard zone

______________________________________________________________ A6474X253 REV 07 5.25

Operation _______________________________________________________ Starting procedure After reading the previous descriptions and locating each control, the operator is ready to operate the scoop. An experienced operator should monitor a new operator's indoctrination to the starting procedure.

WARNING! Check the battery connections and the battery covers. They must be in place and locked to be permissible.

WARNING! Never operate any levers or pedals from outside the operator's compartment.

WARNING! This unit is equipped with a cab or canopy. Be careful not to hit your head when entering or leaving the operator's compartment.

This machine must not be operated without the canopy in place.

General  1. Disconnect the steering lockout device (Fig. 27).  2. Sit in the operator's seat and adjust the seat position relative to the foot and hand controls.  3. Place or ensure that the transmission selector is in the “NEUTRAL” position.  4. Place or ensure that the park brake release knob is in the “SET” position with the knob pushed full forward.

IMPORTANT! The starting circuit will not be complete if the selector for “NEUTRAL” and the parking brake are not in the appropriate position. This will prevent the machine from starting.

WARNING! Be sure no one is in the hazard zone (Fig. 26) before operating any levers or pedals. Never try to adjust the operator's seat while the scoop is in motion. Do not operate the scoop with any part of your body outside the operator's compartment to prevent having body parts caught between the unit and outside objects.

Fig. 27: Steering lockout device

Steering lockout device (stored)

Steering lockout device (installed)

________________________________________________________________ 5.26 SU488 DN Scoop

______________________________________________________ Operation CAUTION! A cold engine produces higher carbon monoxide, unburned hydrocarbon and particulate matter emissions. At start-up of a cold engine, blue smoke, associated with a strong odor, may be observed. This is unburned fuel and will quickly go away as the engine warms up. Most engines operate more efficiently and cleaner at higher operating temperature.  5. Turn the control system key to the run position. This starts a self-test which causes all LEDs to illuminate once, activates the alarm output for one second and enables the fuel run/stop solenoid output. After self-test, the LEDs indicate the state of the inputs they monitor. The normal indications are battery charge and oil pressure on most applications. If these LEDs are not illuminated at this time it may indicate the inputs are not properly connected.

The Preheat LED is illuminated when the key switch is turned to the run position if automatic preheat is programmed or if an external preheat control is connected. Preheat time varies from application to application. After waiting for the Preheat LED to extinguish, the engine is cranked by turning and holding the key switch in the start position until the engine starts. The key switch is spring loaded to return automatically to the run position when released. The Preheat LED is illuminated during afterglow, if enabled.  6. After LEDs extinguish, turn the key to the start position.

IMPORTANT! The key switch is equipped with a mechanical start locking device. An attempt to re-crank the engine can only be made by turning the key switch to the off position to reset the start locking mechanism.  7. After the engine starts, release the key, allowing it to return to the run position.

If the engine is not started within 10 seconds of turning on the system, the fuel run/stop solenoid output is turned off to prevent battery discharge when the key switch is left in the run position. The fuel run/stop solenoid output is turned off after 10 seconds even if preheating. As soon as the key switch is turned to the start position the solenoid output is enabled. The afterglow cycle begins when the key switch returns to the run position.

IMPORTANT! If conditions do not warrant preheat, the engine may be started by turning the key to the start position without waiting for the preheat time to expire.

______________________________________________________________ A6474X253 REV 07 5.27

Operation _______________________________________________________ Control system instrument power, is provided by the fuel run/stop solenoid output. If the instruments do not power up when the key is turned to the run position, this indicates a problem with the solenoid circuit (see the Troubleshooting section in this Chapter).

After the engine starts, the control system electronics ignore all shutdown conditions for the first 10 seconds. This delay eliminates the requirement to hold a by-pass override button during starting and allows the system conditions, such as oil pressure, to normalize. The 10 second timer starts when the key switch returns to the run position.

NOTICE! Starter input is required for correct system operation. If the starter motor input is not activated (connected to battery positive) and the engine is started through another means (i.e. air starter) the engine will shutdown 10 seconds after the key switch is turned to the run position.

________________________________________________________________ 5.28 SU488 DN Scoop

______________________________________________________ Operation Shutdown procedure  Tram the scoop to its designated parking place.  Stop the scoop by releasing the speed-switch foot pedal and depressing the foot brake pedal. Applying the foot brake will stop forward (or reverse) motion.  Return the shift lever to neutral, “N”.  Apply the parking brake.  Allow the turbo charger to cool before shutting down the engine.

CAUTION! Severe operations where the engine is hammered and then parked immediately without allowing time for the turbo to cool before shutting the engine off can lead to premature failure of the turbocharger.  Turn the start/stop lever from “RUN” to “OFF” WARNING! If equipped with optional quick attach bucket, always check before moving the ejector blade control lever to make sure no one has any part of their body between the ejector blade and the back of the bucket.  If equipped with optional quick attach bucket, ensure that the ejector blade is returned to the back of the bucket. There should be no obstructions between the back of the bucket and ejector blade.  Connect the steering lockout device (Fig. 27):  Remove the steering lockout device from its storage lugs.  Remove the hitch pin from the end farthest from the center section.  Adjust turnbuckle until holes line up between the turnbuckle lug and the front section lug.  Insert the hitch pin into the front section lug through the turnbuckle.

WARNING! Never enter the articulation area while the machine is running.

Completely shutdown the machine as outlined before connecting the steering lockout device. Failure to observe this precaution may result in injury or death.

______________________________________________________________ A6474X253 REV 07 5.29

Operation _______________________________________________________ Towing a disabled machine WARNING! It is not possible, within the scope of this guide, to anticipate all possible arrangements for towing a disabled vehicle, you must take all possible precautions to protect the operators and anyone around both vehicles from being injured by either the towing vehicle or the towing device used (cables, bars, etc.). The towing vehicle (scoop, tractor, etc.) must be strong and heavy enough to maintain control of both vehicles through all bottom conditions to be encountered at all times. Safety chains or other safety devices must be used in case of failure of the primary towing device. All operators must be alert at all times to prevent either unit from running away or running out of control during towing. The vehicle to be towed must be securely coupled to the towing vehicle before the brakes are released on the disabled unit. The operator of the towing vehicle must be in place in the towing vehicle with the brakes applied before the brakes of the disabled vehicle are released.

 Couple the towing vehicle securely to the disabled vehicle.  Turn the valve selector handle on the disabled vehicle to “PUMP TO RELEASE” on the Emergency/Park Brake Release Hand Pump located inside the operator’s compartment (this isolates the park brake solenoid from the circuit).  Begin pumping the hand pump. The building pressure moves the shuttle valve and allows the Automatic (Park) Brake system to be pressurized.  The Automatic (Park) Brake is released when a minimum of 1,500 psi is indicated by the Brake Release gauge.

CAUTION! For long distance towing, disconnect and remove front and rear drive lines.

WARNING! At no time during towing should anyone ride in or on the vehicle being towed or stand in between the towing vehicle and the disabled vehicle.  Begin towing the vehicle.  Once the destination is reached, stop both vehicles and set the parking brake on the disabled vehicle before removing the towing devices. The disabled vehicle should be chocked in both direction at all four wheels for additional stability. The brake is set by turning the valve handle on the hand pump to “NORMAL RE-APPLY”.

IMPORTANT! In states with specific towing regulations, follow the regulations without deviation. A tow bar is available for purchase and is designed to be used with the scoop specifically.

WARNING! Failure to set the parking brake on the disabled vehicle before removing the towing device could allow the disabled vehicle to roll away uncontrolled.

________________________________________________________________ 5.30 SU488 DN Scoop

____________________________________________________ Maintenance Instructions on the maintenance Maintenance at regular intervals increases the operational safety and prolongs the service life of the machine. In particular, observe the safety instructions in chapter 2 “Your safety”.

Important notes Please observe the following: ■

In order to avoid individual components not being serviced or being only inadequately serviced during maintenance work on the machine as a whole, we recommend that a general maintenance plan be drawn up. You can, for example, draw up a checklist using this operation manual and the manuals of the other components.

■

Inadequate maintenance can result in machine damage which leads to considerable costs.

■

Use only suitable and approved tools for maintenance work.

■

Use only original spare parts when replacing components.

■

All electrical work must be supervised and inspected by a certified electrician.

■

Anyone performing maintenance on this equipment must be trained to operate it and be familiar with this guide.

Before maintenance Please observe the following: ■

Shutdown the machine on level ground.

■

Test the controls to ensure that the unit will not move.

■

Chock all four (4) wheels in each direction.

■

Connect steering lockout device.

WARNING! Do not move any hydraulic control lever unless you are certain that everyone is completely clear of any machine movement. Accidental machine movement can cause serious injuries or even death to you or the maintenance person.

WARNING! Disconnect the battery before welding on the machine. Failure to do so may result in machine damage.

_________________________________________________________________ A6474X253 REV 07 5.31

Maintenance ____________________________________________________ ■

During maintenance or servicing, if drive shafts are to be run, the machine must be jacked clear of the ground and securely blocked.

All four wheels must be free to rotate. The center section should be blocked.

WARNING! You could be seriously injured or even killed by falling loads. Observe the safe working load limits of lifting or blocking devices and keep a safe distance from suspended loads.

■

Do not perform maintenance on a circuit while there is a load resting on the hydraulic cylinder. Booms must be securely blocked if maintenance is to be performed with the boom in the raised position.

WARNING! Never disconnect a hydraulic hose if the circuit is pressurized or if there is a load on the circuit. If a hose is disconnected while the circuit is pressurized or a load is on the circuit, the load will fall causing damage to the machine or serious injury or death to you or other workers.

WARNING! Do not lift the front wheels of the scoop off the surface by tilting the lift attachment down except for maintenance procedures.

■

Do not perform maintenance in a congested area. This could endanger the maintenance person or others in the vicinity.

■

Whenever a potential problem is uncovered during a periodic maintenance check, it is imperative that it be corrected immediately by a qualified maintenance technician.

■

Cleanliness can not be overemphasized as the essential ingredient of a good maintenance program. Machines should be kept as free as possible of dirt and debris which could impede performance or infiltrate systems and cause premature wear or failure.

________________________________________________________________ 5.32 SU488 DN Scoop

____________________________________________________ Maintenance Critical torque values Torque values are expressed in lubricated thread values. Lubricated thread torque values should be used any time the bolt threads are covered with oil, grease, anti-seize or thread-locking compounds.

Table 1: Critical torque values Size

Location Steering cylinder pins

Grade

1 1/4” nut

Torque value (ft-lbs) 2,000

Tire-Wheel mounting nuts

450 - 480

Oscillating bearing

1 1/4” X 7 1/2”

8

2,000

Drive motor-to-gear case mounting bolts

3/4” X 2 3/4”

8

280 - 320

1 1/4” X 13 1/4”

8

2,000 680 - 720

Axle mounting bolts Center section retaining nuts

Lubricants, fluids and capacities Table 2: Lubricants, fluids and capacities Location

Specification

Approx. capacity

Notes

Hydraulic oil tank

Mobilfluid 424

70 gal (189 L)

1

Gear box (reducer)

Spec. 100-6

Approx. 11 gal or as required

Lubrication points

Spec. 100-3

As Required

3

API GL4 (140) Gear oil Peragma Grade 8 Hypoid gear oil SAE 90W Hypoid gear oil SAE 90W Cooling oil

2.5 gal (2.3 L) or as required 8.4 gal (32 L)

2

6.8 qt (6.5 L)

2

Winch Axle housing Planetary wheel ends Wet disc brakes

Approx. 4 gal ea.

Notes: 1. With ejector blade completely retracted (if equipped with bucket).

2. The axle housing and planetary wheel end assemblies do not have a common oil source. Each assembly must be filled separately.

Make sure the level and fill hole in the planetary wheel end cover is in the proper position. Rotate the wheel end as required to bring the fill hole to either the 3 o'clock or 9 o'clock position.

When filling the axle housing and planetary wheel ends, allow enough time for the lubricant to fill the various cavities and around component parts in each assembly. Continue adding oil into each assembly until the required oil level is reached.

3.

Pump grease into fitting until old grease can be observed coming out of component.

_________________________________________________________________ A6474X253 REV 07 5.33

Maintenance ____________________________________________________ Table 3: Lubrication and maintenance schedule Item

Description

Places

Lubricant

1 2 3 4 5

Headlights (Inspect) Reflectors and warning tags Engine oil level Engine air cleaner Radiator coolant level

4 Inspect Check Check Check

10W40 API CF/ 4

6

Transmission/Converter oil level

Check

7

Soot Filter (Replace as necessary)

Inspect

Specification

Pre-shift

Avia Antifreeze Extra Glysantin G 48 DEA radiator antifreeze Shell GlycoShell SAE 20W CAT TO-4 Allison C4

Every third shift 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

Center section pivots Steering cylinders (rod and base end) Oscillating bearing Tilt Cylinders (Optional) Lift cylinders (Optional) Lift bell crank (Optional) Fork frame (Optional) Accelerator assembly Brake pedal Canopy guide tubes Winch (Optional) Winch guide rollers (Optional) Front drive line Rear drive line Middle drive line Converter drive line Flange bearing (front drive line) Fasteners (Nuts, bolts and screws) Electrical cables, conduits and glands Hydraulic hoses and connections Tires (Inspect) Hydraulic oil level (Check)

2 4 9 4 4 2 2 2 1 3 3 6 3 3 3 3 1 Inspect Inspect Inspect 4 1

Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3 Spec. 100-3

Spec. 100-12

Weekly 30

Winch oil level (Optional)

1

31 32 33 34

Inspect Inspect Inspect Inspect

35 36 37 38 39 40

Steering cylinder pins Center section pins and nuts Tire-wheel mounting bolts Engine, converter, and transmission Mounting bolts Axle mounting bolts Oscillating bearing Fire suppression system Main pressure filter (inspect/change) Return filter (inspect/change) Axle oil level (Check)

41

Planetary wheel end oil level (Check)

4

42

Wet disc brake oil level (No service required)

4

Inspect Inspect Inspect 1 1 2

API GL4 (140) Gear oil Peragma Grade 8

Hypoid gear oil SAE 90W Hypoid gear oil SAE 90W Cooling oil

________________________________________________________________ 5.34 SU488 DN Scoop

____________________________________________________ Maintenance Table 3: Lubrication and maintenance schedule (continued) Item

Description Every three months

43

Axle oil (Change)

2

44

Planetary wheel end oil (Change)

4

45

Wet disc brake oil level (No service required) Hydraulic oil (Change) Tank suction strainer (Clean/change) Pressure filter (Change) Return filter (Change) Winch oil (Change) (Optional)

4

46 47 48 49 50

51 52 53 54 55 56 57 58

59 60

1st 50 Hours of service Engine oil and filter Every 100 hours of service Engine air cleaner Radiator Engine oil and filter Fuel pre-filter Fuel final filter Every 500 hours of service Converter/transmission filter Radiator coolant

Scrubber heat exchanger Every 1000 hours of service Scrubber heat exchanger

Places

1 1 1 1 1

Lubricant Hypoid gear oil SAE 90W Hypoid gear oil SAE 90W Cooling oil

Spec. 100-12

API GL4 (140) Gear oil Peragma Grade 8

Change

10W40 API CF/ 4

Change Clean Change Change Change

10W40 API CF/ 4

Clean Change

Specification

Avia Antifreeze Extra Glysantin G 48 DEA radiator antifreeze Shell GlycoShell

Inspect Clean

_________________________________________________________________ A6474X253 REV 07 5.35

Maintenance ____________________________________________________ Fig. 28: Lubrication chart 3, 4, 34, 51, 52, 54, 55, 56, 58 7

59, 60

AIR FILTER LOCATION 26” H2O MAX RESTRICTION

FUEL FILTERS, WATER SEPARATOR, AND PRIMER PUMP

53

TRANSMISSION FILTER

23

21

ENGINE OIL FILTER

OIL DRAIN

29, 46, 47

22 6, 34, 57 31 9

8, 32 10, 36

15, 16

24 38, 39, 48, 49

35

HYDRAULIC OIL FILTERS ON SWING-OUT DOOR

20 41, 42, 44, 45 28, 33

40, 43

________________________________________________________________ 5.36 SU488 DN Scoop

____________________________________________________ Maintenance Specific lubrication and maintenance procedures Pre-shift headlights

Turn on headlights and visually inspect for bulbs that need replaced or for signs of damage.

reflectors and warning tags

Visually inspect the condition and readability of all warning tags, labels and reflectors for signs of wear or damage. Replace any found missing or damaged.

engine oil

To check the oil level (Fig. 29):  Shut down the engine.  Remove engine oil sump dipstick and wipe clean.  Insert dipstick all the way, remove it, and read the level.

IMPORTANT! The dipstick is calibrated to measure the oil level before starting a cold engine.  If additional oil is required, remove the filler cap from the engine and add oil until the correct level is reached.

CAUTION! Never run engine at low oil levels.

Fig. 29: Engine oil

Filler cap

Oil Dipstick

_________________________________________________________________ A6474X253 REV 07 5.37

Maintenance ____________________________________________________ engine air cleaner

The amount of dirt in the air cleaner depends on the amount of dust in the air and the size of the air cleaner used. If a high level of dust is anticipated, a cyclone-type pre-cleaner (Fig. 30) can be fitted to the air cleaner. Clean when indicated by service indicator or switch.

Fig. 30: Engine air cleaner

radiator coolant level

Engine air cleaner

The coolant in the overflow tank (Fig. 31) should be 1-1/2 gallons or enough to be 1/2 to 3/4 full when cool. The system will replenish itself from the bottle. Do not open the service cap (Fig. 33) except on cool vehicles. If it is observed on a cold machine that the fluid level is lower than 3/4 of the glass full, then the service cap may be opened and the tank filled with the appropriate coolant mixture.

WARNING! Coolant in the warm engines will cause burns.

Coolant overflow tank

Fig. 31: Radiator coolant level

Service cap

Sight glass

________________________________________________________________ 5.38 SU488 DN Scoop

____________________________________________________ Maintenance transmission / converter oil level

Check the transmission fluid level with the machine in neutral and with the engine at idle speed (approximately 650 rpm) using the transmission dipstick (Fig. 32) . Fill as required.

Fig. 32: Transmission dipstick

Transmission dipstick

soot filter

During operation the exhaust stream passes through the soot filter (Fig. 33) leaving the soot in the filter. Rising soot deposits in the filter reduces the gas permeability of the filter and the backpressure on the exhaust system rises. Reaching a specific backpressure, loaded filters are removed and placed on the off-board regeneration base to combust the collected soot.

Fig. 33: Soot filter

_________________________________________________________________ A6474X253 REV 07 5.39

Maintenance ____________________________________________________ Every third shift center section pivots

steering cylinders

Lubricate the center section pivot points (2 places) with Spec. 100-3 through the grease fittings located on the side of the front frame (Fig. 34). Pump grease into the fittings until new grease can be observed coming out of the center section pins.

Lubricate the steering cylinders (4 places) with Spec. 100-3 through the grease fittings located on the rod and base end of each cylinder (Fig. 34). Pump grease into the fittings until new grease can be observed coming out of the pins.

Fig. 34: Center section and steering cylinders lubrication points

Center section pivot grease fitting location

Steering cylinders (2) (rod and base end) (Lubricate 4 places)

oscillating bearing

Lubricate the oscillating bearing (9 places) with Spec. 100-3 through the grease fittings located around the bearing (Fig. 35). Pump grease into the fittings until new grease can be observed coming out of the bearing.

Fig. 35: Oscillating bearing lubrication points

Oscillating bearing grease fitting location (Lubricate 9 places)

________________________________________________________________ 5.40 SU488 DN Scoop

____________________________________________________ Maintenance tilt cylinders

Lubricate the tilt cylinders (4 places) with Spec. 100-3 through the grease fittings located on the rod and base end of each cylinder (Fig. 36). Pump grease into the fittings until new grease can be observed coming out of the pins.

lift cylinders

Lubricate the lift cylinders (4 places) with Spec. 100-3 through the grease fittings located on the rod and base end of each cylinder (Fig. 36). Pump grease into the fittings until new grease can be observed coming out of the pins.

lift bell crank

Lubricate the lift bell crank (2 places) with Spec. 100-3 through the grease fittings located on the back of each bell crank (Fig. 36). Pump grease into the fittings until new grease can be observed coming out of the pins.

fork frame

Lubricate the fork frame pivot (2 places) with Spec. 100-3 through the grease fittings (shown below with bucket) located on the back of the frame (Fig. 36). Pump grease into the fittings until new grease can be observed coming out of the pins.

Fig. 36: Lift lubrication points Tilt cylinder grease fittings located on rod and base end

Battery fork frame grease fitting located on each side

Lift cylinder grease fittings located on rod and base end

Bell crank grease fitting located on each side

_________________________________________________________________ A6474X253 REV 07 5.41

Maintenance ____________________________________________________ accelerator pedal

Lubricate the accelerator pedal (2 places) with Spec. 100-3 through the grease fittings located on each pillow block bearing (Fig. 37). Pump grease into the fittings until new grease can be observed coming out of the bearings.

brake pedal

Lubricate the brake pedal (1 place) with Spec. 100-3 through the grease fitting located at the top of the brake pedal (Fig. 37). Pump grease into the fitting until new grease can be observed coming out of the end of the shaft.

Fig. 37: Accelerator and brake pedal lubrication points

Grease fitting location for brake pedal

Grease fitting located on each pillow block bearing

canopy guide tubes

Lubricate the canopy guide tubes (3 places) with Spec. 100-3 through the grease fittings located on each guide tube. Pump grease into the fittings until new grease can be observed coming out of the top of the guide tube.

winch

Lubricate the winch (Fig.38) (3 places) with Spec. 100-3 through the grease fittings located on top of the winch. Pump grease into the fittings until new grease can be observed coming out. (Refer to the winch operation and maintenance manual included in your parts manual) Fig. 38: Winch lubrication point

Grease fitting location for winch (3 places)

________________________________________________________________ 5.42 SU488 DN Scoop

____________________________________________________ Maintenance winch guide rollers

Lubricate the winch guide rollers (6 places) with Spec. 100-3 through the grease fittings located on each roller (Fig. 39). Pump grease into the fittings until new grease can be observed coming out of the roller.

Fig. 39: Winch guide roller lubrication points Three rollers located inside front frame

front and rear drive lines

Lubricate the front and rear drive lines (6 places) with Spec. 100-3 through the grease fittings located on each cross bearing (Fig. 40).

Pump grease into the fittings until new grease can be observed coming out of the bearing.

middle and converter drive lines

Lubricate the middle and converter drive lines (6 places) with Spec. 100 -3 through the grease fittings located on each cross bearing (Fig. 40).

Pump grease into the fittings until new grease can be observed coming out of the bearing.

flange bearing

Lubricate the flange bearing with Spec. 100-3 through the grease fittings located on the bearing (Fig. 40). Pump grease into the fittings until new grease can be observed coming out of the bearing.

_________________________________________________________________ A6474X253 REV 07 5.43

Maintenance ____________________________________________________ Fig. 40: Drive line lubrication points

Converter drive line

Rear drive line

Middle drive line

Flange bearing Front drive line

________________________________________________________________ 5.44 SU488 DN Scoop

____________________________________________________ Maintenance fasteners (nuts, bolts and screws)

Loose fasteners will cause premature wear and failure to machine and components. Visually inspect for loose fasteners and tighten as required.

electrical cables, conduits and glands

Visually inspect all electrical cables, conduits and glands for signs of wear or damage.

hydraulic hoses and connections

Visually inspect all hydraulic hoses and connections for signs of wear, damage or leakage.

tires hydraulic oil level

Visually inspect all tires for signs of wear or damage.

Check the hydraulic oil level by looking at the sight glass located on the oil tank (Fig. 41). If the oil level is low, add oil (Spec. 100-12) via the jet fill pump until oil is visible in the sight glass.

Fig. 41: Hydraulic oil level Access cover to suction strainer

Access cover both sides of frame

Sight glass

_________________________________________________________________ A6474X253 REV 07 5.45

Maintenance ____________________________________________________ Weekly winch oil level

Check the oil level in the winch (Fig. 42). Clean dirt and debris from around the check plug and remove plug. Oil level should be kept at the level of the of the plug. If oil is required, add oil (SAE 140) through the fill plug hole until oil begins to flow from the check plug hole and replace plug. Do not overfill the winch. (Refer to the winch operation and maintenance manual included in your parts manual) Fig. 42: Winch oil level Fill plug

Check plug

steering cylinder pins and nuts

Inspect the steering cylinder pins and nuts for looseness or wear (Fig. 43). Tighten ( 1,480 - 1,500 ft. lbs.) where necessary and replace any worn parts.

center section pins and nuts

Inspect the center section pins and nuts for looseness or wear (Fig. 43).

Tighten ( 680 - 720 ft. lbs.) where necessary and replace any worn parts.

Fig. 43: Center section and steering cylinder pins and nuts

Inspect center section pivot pins and nuts

Inspect steering cylinder (s) fasteners (rod and base end)

________________________________________________________________ 5.46 SU488 DN Scoop

____________________________________________________ Maintenance tire/wheel mounting bolts

Check the wheel mounting nuts (Fig. 44). The mounting nuts should be torqued to 450 - 480 ft-lbs lubricated. Use Loctite 242 on wheel mounting bolts.

Fig. 44: Tire/wheel mounting nuts Tire/wheel mounting nuts.

(Typical on all (4) wheels)

engine, converter, and transmission mounting bolts

Check the engine, converter, and transmission mounting bolts on both front and rear drive assemblies (Fig. 45). The mounting bolts should be torqued to 280 - 320 ft-lbs lubricated. Use Loctite 242 on mounting bolts.

axle mounting bolts

Check the axle mounting bolts on both front and rear axles (Fig. 45).

The mounting bolts should be torqued to 1340 - 1360 ft-lbs lubricated.

Use Loctite 242 on mounting bolts.

_________________________________________________________________ A6474X253 REV 07 5.47

Maintenance ____________________________________________________ Fig. 45: Mounting bolts

Engine mounting bolts– each side

Rear axle bolts

Front axle bolts

Transmission mounting bolts – each side

________________________________________________________________ 5.48 SU488 DN Scoop

____________________________________________________ Maintenance fire suppression system

Check the fire suppression system (Fig. 46).  Inspect the hoses, fittings, and nozzles and replace any found damaged.  Check the extinguisher tank for signs of damage or corrosion. The extinguisher tank is located in the middle section of the machine.  Check the nozzle openings. The slot should be packed with silicone grease. If the nozzles are open or need to be repacked, the lines should be checked for blockage and blown clear before repacking them with clean silicone grease.  Remove the fill cap.  Check that the extinguisher is filled with free flowing Ansul multipurpose ABC dry chemical to a level not more than 3" (75 mm) from the bottom of the fill opening.  Replace the fill cap, hand tight.

Fig. 46: Fire suppression system Actuator

Nozzle (8 locations)

Chemical tanks (2)

Fill cap

Actuator Tank Nozzle opening

_________________________________________________________________ A6474X253 REV 07 5.49

Maintenance ____________________________________________________ oscillating bearing mounting bolts

Check the oscillating bearing mounting bolts (Fig. 47). The mounting bolts should be torqued to 1,340 - 1,360 ft-lbs lubricated. Use Loctite 242 on mounting bolts.

Fig. 47: Oscillating bearing mounting bolts

Oscillating bearing mounting bolts

return filter

Inspect the return filter dirt alarm (Fig. 48) located on the head of the filter. If the alarm indicates the filter element is dirty, replace element.

pilot filter

Inspect the pilot filter dirt alarm (Fig. 48) located on the head of the filter. If the alarm indicates the filter element is dirty, replace element.

primary pressure filter

Inspect the pressure filters dirt alarm (Fig. 48) located on the head of the filter. If the alarm indicates the filter element is dirty, replace element.

Fig. 48: Filter location

Return filter

Pilot filter

Primary pressure filter

________________________________________________________________ 5.50 SU488 DN Scoop

____________________________________________________ Maintenance WARNING! Due to the pilot filter being under high pressure, do not attempt to replace element until pressure has been released. To release pressure, operate any control selector handle until accumulator pressure has been depleted or switch the accumulator dump valve (Fig. 49).

Fig. 49: Accumulator dump valve Accumulator dump valve

axle oil level

Check the axle oil level in both axles (Fig. 50).  Park the scoop on solid level ground, clean dirt and debris from around the check/fill plug and remove the plug.  The oil should just barely flow from the check/fill plug hole when full.  Should it be necessary to add oil, add oil (Hypoid gear oil, SAE 90) through the check/fill plug hole slowly, just until it starts to flow back out. Allow sufficient time for the oil to travel throughout the axle when filling.

planetary wheel end oil level

Check the axle oil level in both axles (Fig. 50).  Park the scoop on solid level ground, clean dirt and debris from around the check/fill plug and remove the plug.  The oil should just barely flow from the check/fill plug hole when full.

_________________________________________________________________ A6474X253 REV 07 5.51

Maintenance ____________________________________________________  Should it be necessary to add oil, add oil (Hypoid gear oil, SAE 90) through the check/fill plug hole slowly, just until it starts to flow back out. Allow sufficient time for the oil to travel throughout the axle when filling. wet disc brake oil level

Check the planetary wheel end oil level on each wheel end (Fig. 50).  Park the scoop on solid level ground.  Make sure the check/fill plug is in the proper position. Rotate the wheel end as required until the check/fill plug is at the 3 o’clock or 9 o’clock position.  Clean dirt and debris from around the check/fill plug and remove the plug.  The oil should just barely flow from the check/fill plug hole when full.  Should it be necessary to add oil, add oil (Hypoid gear oil, SAE 90) through the check/fill plug hole slowly, just until it starts to flow back out. Allow sufficient time for the oil to travel throughout the wheel end when filling.

No service is required for the wet disc brake cooling oil.

Fig. 50: Axle and planetary wheel end oil level

Axle check/fill plug

Planetary wheel end check/fill plug

Every three months axle oil

Change oil in both axles (Fig. 51).  Park the scoop on solid level ground, clean dirt and debris from around the drain plug.  Remove drain plug and allow oil to completely drain from the axle.

________________________________________________________________ 5.52 SU488 DN Scoop

____________________________________________________ Maintenance  Clean and reinstall drain plug.  Clean dirt and debris from around the check/fill plug and remove plug.  Add oil (Hypoid gear oil, SAE 90W) through the check/fill plug hole slowly, just until it starts to flow back out. Allow sufficient time for the oil to travel throughout the axle when filling.  Clean and reinstall check/fill plug. planetary wheel end oil

Change oil in each planetary wheel end (Fig. 51).  Park the scoop on solid level ground, clean dirt and debris from around the drain plug and remove the plug.  Make sure the check/fill and drain plugs are in the proper position.

Rotate the wheel end as required until the check/fill plug is at the 3 o’clock or 9 o’clock position and the drain plug is located on the bottom.  Remove drain plug and allow oil to completely drain from the planetary wheel end.  Clean and reinstall drain plug.  Clean dirt and debris from around the check/fill plug and remove the plug.  Add oil (Hypoid gear oil, SAE 90W) through the check/fill plug hole slowly, just until it starts to flow back out. Allow sufficient time for the oil to travel throughout the planetary wheel end when filling.  Clean and reinstall check/fill plug.

wet disc brake oil

No service is required for the wet disc brake cooling oil.

Fig. 51: Axle and planetary wheel end oil level

Axle check/fill plug

Axle drain plug

Planetary wheel end check/fill plug Planetary wheel end drain plug

_________________________________________________________________ A6474X253 REV 07 5.53

Maintenance ____________________________________________________ hydraulic oil tank and suction strainer

Change oil and clean or change the suction strainer in the hydraulic oil tank (Fig. 52).  Park the scoop on solid level ground, clean dirt and debris from around the drain plug located on the back of the tank.  Remove drain plug and allow oil to completely drain from the tank.  Clean and reinstall drain plug.  Clean dirt and debris from around suction strainer access cover located on top of the tank.  Remove the bolts that secure the access cover.  Reaching down into the tank, unscrew the suction strainer and remove from tank.  If the strainer is not torn or damaged, it can be cleaned using kerosene and a soft brush and dried thoroughly. If strainer is damaged, it must be replaced.  Replace the strainer in the tank and hand tighten.  Replace the access cover.  Refill the tank with oil (Spec. 100-12).

NOTICE! Tank must be filled manually via the tank breather port until the suction strainer is fully flooded before operating the jet fill pump.  Start the machine and allow the hydraulic pump to run in order to purge air from the system.  Shutdown the machine and recheck the oil level. Add oil if necessary.

Fig. 52: Hydraulic oil and suction strainer Access cover to suction strainer

Access cover both sides of frame

Sight glass

________________________________________________________________ 5.54 SU488 DN Scoop

____________________________________________________ Maintenance main pressure filter

Change the pressure filter element (Fig. 53). If the element is extremely dirty, a more frequent interval may be required.

return filter

Change the return filter element (Fig. 53). If the element is extremely dirty, a more frequent interval may be required.

pilot filter

Change the pilot filter element (Fig. 53). If the element is extremely dirty, a more frequent interval may be required.

Fig. 53: Filter location

Pilot filter

winch oil

Main pressure filter

Return filter

Change oil in the winch (Fig. 54). (Refer to the winch operation and maintenance manual included in your parts manual)  Park the scoop on solid level ground, clean dirt and debris from around the drain plug.  Remove drain plug and allow oil to completely drain from the winch.  Clean and reinstall drain plug.  Clean dirt and debris from around the check plug and remove plug.  Clean dirt and debris from around the breather and remove breather.  Add oil (API GL4 (140) Gear oil Peragma Grade 8) through the breather hole slowly, just until it starts to flow out of the check plug hole. Allow sufficient time for the oil to travel throughout the winch when filling.  Clean and reinstall breather and check plug.

_________________________________________________________________ A6474X253 REV 07 5.55

Maintenance ____________________________________________________ Fig. 54: Winch oil change Breather

Check and oil level plug

Drain plug

First 50 hours of service engine oil and filter

To change the oil place an oil tray beneath the engine (Fig. 55). Unscrew the drain plug and drain the oil. Fit oil drain plug with new gasket and tighten firmly . Fill with oil and then check the oil level.

To change the oil filter, loosen screws and slide clamps downwards.

Undo the filter cartridge with commercial tool and spin off. Catch any dripping oil. Clean any dirt from the filter carrier rim. Lightly oil the rubber gasket of the new oil filter cartridge. Screw in the new cartridge finger tight against the gasket. Check that the cartridge is correctly seated against the gasket and tighten with a final half-turn. If a torsion lock is fitted slide clamps up into position and tighten screws. Then check the oil level and oil pressure. Check the cartridge seal.

CAUTION! Be careful when draining hot oil – danger of scalds. Do not let oil run into the soil but catch it in a container ready for proper disposal.

Fig. 55: Oil filter and oil drain

Oil filter

Oil Drain

________________________________________________________________ 5.56 SU488 DN Scoop

____________________________________________________ Maintenance Every 100 hours of service engine air cleaner

Undo clip fastener (Fig. 56). Take off hood. Undo hex nut and remove cartridge. Install new cartridge and tighten nut. Replace hood and fasten the clip.

Fig. 56: Engine Air Cleaner

Air cleaner hood

Clip fastener

radiator

Place a cleaning bath under the heat exchanger and remove the service flap on the heat exchanger (Fig. 57). Blow out the heat exchanger with compressed air from the front and then from the back. Be careful not to damage the cooling fins. Wash out loosened dirt with a hose.

Spray the heat exchanger with a commercial cold cleaning agent and let stand for about 10 minutes. First spray clean with a water jet from the front and then from the back. Do not spray sensitive engine components directly with a water jet (generator, cables, electronic components, fan drive). Remove oil and grease residues with a steam or hot water jet set at a gentle setting. Refit the service flap and run the engine up to normal operating temperature to evaporate any remaining water.

Fig. 57: Radiator (shown with covers and components removed)

_________________________________________________________________ A6474X253 REV 07 5.57

Maintenance ____________________________________________________ engine oil and filter

To change the oil place an oil tray beneath the engine (Fig. 58). Unscrew the drain plug and drain the oil. Fit oil drain plug with new gasket and tighten firmly . Fill with oil and then check the oil level.

To change the oil filter, loosen screws and slide clamps downwards.

Undo the filter cartridge with commercial tool and spin off. Catch any dripping oil. Clean any dirt from the filter carrier rim. Lightly oil the rubber gasket of the new oil filter cartridge. Screw in the new cartridge finger tight against the gasket. Check that the cartridge is correctly seated against the gasket and tighten with a final half-turn. If a torsion lock is fitted slide clamps up into position and tighten screws. Then check the oil level and oil pressure. Check the cartridge seal.

CAUTION! Be careful when draining hot oil– danger of scalds. Do not let oil run into the soil but catch it in a container ready for proper disposal.

Important!

Always measure the quantity of oil used to reach the indicated fill level and verify against the provided capacity, to insure proper lubrication.

Fig. 58: Oil filter and oil drain

Oil filter

fuel pre-filter

Oil Drain

Close fuel stopcock and place the fuel pan beneath the fuel pre-filter (Fig. 59). Remove drain plug and drain off fuel. Unscrew clamping screw and remove filter housing with filter insert. Clean sealing surface of the filter bracket and filter insert housing of any dirt. Insert new sealing ring and filter insert. Push the filter insert up to approximately 3 cm over the edge of the housing onto the guide in the filter housing. Press filter housing with filter insert and sealing ring against the filter console and screw into place with clamping screw. It must be possible to push the upper seal on filter insert over the guide bracket on filter console.

Tighten drain plug and open fuel stopcock. Check for leaks after the engine has been started.

WARNING! Avoid naked flames when working on the fuel system. Do not smoke. Dispose of waste fuel in an environmentally friendly way.

final fuel filter

To change the fuel filter (Fig. 59), close the fuel stopcock. Undo the fuel filter cartridge with commercial tool and spin off. Catch any fuel. Clean any dirt from the filter carrier rim. Apply light film of oil or diesel fuel to the rubber gasket of the new fuel filter cartridge. Screw in the new cartridge finger tight against the gasket. Check that the cartridge is sealed correctly against the gasket and tighten with a final half-turn. Open the fuel stopcock. Check for leaks.

________________________________________________________________ 5.58 SU488 DN Scoop

____________________________________________________ Maintenance WARNING! Avoid naked flames when working on the fuel system. Do not smoke. Dispose of waste fuel in an environmentally friendly way.

Fig. 59: Fuel pre-filter and final filter

Final fuel filter

Fuel pre-filter

Every 500 hours of service. converter / transmission filter

To change the converter / transmission filter (Fig. 60), loosen the filter cartridge with commercial tool and spin off. Catch any dripping oil.

Clean any dirt from the filter carrier rim. Lightly oil the rubber gasket of the new oil filter cartridge. Screw in the new cartridge finger tight against the gasket. Check that the cartridge is correctly seated against the gasket and tighten with a final half-turn. Then check the transmission oil level and oil pressure. Check the cartridge seal.

Fig. 60: Converter / transmission filter

Converter / transmission filter

_________________________________________________________________ A6474X253 REV 07 5.59

Maintenance ____________________________________________________ radiator coolant

To drain the coolant in the radiator (Fig. 61), place a container under the drain plug. Unscrew the service cap and then unscrew the drain plug on the bottom of the radiator. Drain the coolant. In case of clogging, rinse the radiator through with clean water. Tighten drain plug.

WARNING! Be careful when draining hot coolant– danger of scalds! Collect drained coolant and dispose of according to environmental regulations.

To fill, open the service cap on top of the radiator. Slowly add coolant up to the max marking or filler limit. Close the cap. Start the engine and warm up until the thermostat opens- the upper coolant line warms up tangibly. Briefly run the engine at nominal output (fixed setting), this rinses out any pockets. Switch off the engine and leave to cool down.

Open service cap, add coolant up to the max marking or filler limit and close the cap. Once the engine has been run once, check the coolant level when the engine is cold.

Fig. 61: Radiator Service cap

Drain plug

exhaust heat exchanger

The exhaust inlet and outlet ports should be visually examined to insure: 1) there is no green fluid in the exhaust outlet indicating a leaking tube bindle or cracked housing. 2) The cooling fins do not contain any appreciable accumulation of soot. The definition of appreciable would be indicated by a pressure drop of greater than 8 inches across the exchanger.

Every 1000 hours of service

Clean the scrubber heat exchanger by installing manufactured port plugs in the exhaust inlet and outlet. The plugs should include a ¾” NPT port. On the exhaust outlet plug, a ball valve should be attached.

On the exhaust inlet plug a water hose connection should be fitted.

Open the vent plug on the back of the heat exchanger. Two to Three ounces of dishwashing soap should be poured into the exhaust inlet plug prior to connecting the hose. After the hose is connected, with the ball valve oriented in the off position, allow the tank to fill up until water is beginning to flow from the vent plug. The vent plug then should be reinstalled, the water hose turned on, and the ball valve cracked to allow pressurized water to escape. Allow this to occur for several minutes, then open the ball valve fully until the soap is suspected to have been removed. Visually inspect the cooling fins afterwards and reconnect the exhaust pipes. If this process does not reduce the back pressure, the tube bundle must be removed from the exchanger and pressure washed. ________________________________________________________________

5.60

SU488 DN Scoop

____________________________________________________ Maintenance Servicing heavy duty air filter elements When to Service?

The element in any air cleaner should be serviced when the maximum allowable restriction, established by the engine manufacturer, has been reached. The element should not be serviced on the basis of visual observation because this will generally lead to over-servicing. Overservicing will cause increased service cost, both time and material, and may cause dust contamination of the engine due to: ■ ■ ■

Element damage from excessive handling, Increased chance of improper installation of element, and Increased initial inefficiencies.

Achieving Maximum Air Filter Efficiency The efficiency of an air filter increases as it is used. As soon as the air filter is put into operation, it begins to remove harmful dust particles. As these particles accumulate throughout the filter the openings helps the filter stop increasingly finer dust particles, thus resulting in a more efficient medium, the microscopic openings in the medium become obstructed. This on-going reduction in the size of filter. As the filter continues to plug with contamination, the restriction to air flow will increase.

Most engine manufacturers establish a maximum degree of vacuum in the air induction system that the engine can tolerate and still operate efficiently.

What is Restriction?

Restriction is the resistance to airflow through the air cleaner system into the engine.

What Instruments Do We Use to Measure Restriction?

Restriction is best recorded by a water manometer, an air cleaner service indicator or a dial gauge calibrated in inches of water or Kpa (other units may also be used). Since some users will not have a water manometer or dial gauge available, the use of permanently mounted service indicators should be considered. The indicator can be mounted in an area where the operator can monitor the condition of the element constantly.

How is Restriction Measured?

Accurate restrictions can only be measured at maximum airflow. On naturally aspirated or supercharged (not turbocharged) diesels, the maximum airflow occurs at maximum RPM (high idle) without regard for engine power. On gasoline, LP, or turbocharged diesel engines, the maximum airflow occurs only at maximum engine horsepower at governed RPM. Most engine manufacturers suggest a maximum allowable restriction between 15 inches and 20 inches of water (3.75 - 5.00 Kpa) for gas and LP engines, and from 20 inches to 30 inches of water (5.00 - 7.50 Kpa) for diesels. Exceeding these maximums will affect engine performance.

_________________________________________________________________ A6474X253 REV 07 5.61

Maintenance ____________________________________________________ The operator should not be alarmed when the signal on the restriction indicator begins to appear. The air filter manufacturer furnished your service element to withstand several times these recommended maximums without collapsing or leaking dirt into the engine.

Where Is Restriction Measured?

Restriction is measured in the air cleaner outlet tap (if provided), at a tap in the air transfer tube, or within the engine intake manifold.

Measuring Restriction in Dry Air Cleaners As a dry air cleaner element becomes loaded with dust, the vacuum on the "engine side" of the air cleaner (at the air cleaner outlet) increases.

This vacuum is generally measured as restriction in inches of water or Kpa. The engine manufacturer often places a maximum allowable limit on the amount of restriction the engine can withstand without loss of performance before the element must be serviced.

Mechanical gauges, warning devices, indicators, and water manometers are available to inform the operator when the air cleaner restriction reaches this recommendation limit. These gauges and devices are generally reliable, but the water manometer is the most accurate and dependable.

To use the manometer, hold vertically and fill both legs approximately half full with water. One of the upper ends is connected to the restriction tap on the outlet side of the air cleaner by means of a flexible hose. The other end is left open to atmosphere. With the manometer held vertically and the engine drawing maximum air, the difference in the height of the water columns in the two legs, measured in inches, is the air cleaner restriction.

A restriction indicator's "lock-up" restriction level is generally marked on the indicator itself. A quick method to check a visual indicator is to remove it, wipe the base clean, then suck on the indicator with your mouth. If the indicator locks up, it is optional, if not, replace indicator. A more accurate method is to check the calibration against a water manometer.

Why Service?

Proper air cleaner servicing will result in maximum engine protection against the ravages of dust. Proper servicing can also save you time and money by increasing filter life and efficiency. Two of the most common servicing problems are: 1) Over-servicing - new filter elements increase in efficiency as dust builds up on the media. DON'T BE FOOLED by filter appearance, it should look dirty. By using proper filter restriction measurement tools you will use the full life of the filter at maximum efficiency. 2) Improper servicing - your engine is highly vulnerable to abrasive dust contaminants during the servicing process.

The most common cause of engine damage is due to careless servicing procedures.

________________________________________________________________ 5.62 SU488 DN Scoop

____________________________________________________ Maintenance How to Service: The Do's Remove the filter element as gently as possible - Be extremely careful with the dirty element, until you get it completely out of the housing.

Accidentally bumping it while still inside means dropped dirt and dust may contaminate the clean side of your filter housing, before the new filter element has a chance to do its job.

Always clean the inside of the housing carefully - Dirt left in the air cleaner housing may be harmful to your engine. Use a clean, waterdampened cloth to wipe every surface clean. Check it visually to make sure it's clean before putting in a new element.

Always clean the gasket sealing surfaces of the housing - An improper gasket seal is one of the most common causes of engine contamination. Make sure that all hardened dirt ridges are completely removed, wherever filter gaskets contact of the cleaner housing.

Check for uneven dirt patterns on your old element - Your old element is a valuable clue to potential dust leakage or gasket sealing problems. A pattern on the element clean side is a sign that the old element was not firmly sealed or that a dust leak exists. Make certain the cause of that leak is identified and rectified before replacing the element.

Press your fresh gasket to see if it springs back - Make sure your new element is made with a highly compressible gasket that springs right back when your finger pressure is released. A quality gasket is one of the most important parts of the element. On a radial seal element the gasket surface is the inside diameter of the open end cap.

Make sure the gasket is seating evenly - If you don't feel the gasket is seating evenly for a perfect seal, you may not have protection. Recheck to see if the sealing surface in the housing is clean, or if the element is the correct model number. It may be too short for the housing.

Check connections and ducts for air tight fit - Check that all clamps and flange joints are tight, as well as air cleaner mounting bolts. Seal any leaks immediately - they mean dirt is directly entering your engine.

All duct joints, from air cleaners to engine, must be tight.

Safety element service - The safety element should never be cleaned.

For maximum engine protection and air cleaner service life, replace the safety element with a new safety element every third primary element change.

How Not to Service: The Don'ts Don't remove element for inspection - Such a check will always do more harm to your engine than the good your inspection can do. Ridges of dirt on the gasket sealing surface can drop on the clean filter side when the gasket is released. If you utilize scheduled maintenance, stick with your maintenance schedule. If you're on restriction maintenance, follow your indicator reading; replace the indicator with a new one if you don't trust it.

_________________________________________________________________ A6474X253 REV 07 5.63

Maintenance ____________________________________________________ Never rap an element to clean it - only to destroy - Rapping hard enough to knock off dust often damages the element and jeopardizes your engine protection. Deeply embedded dirt is never released by tapping. It is always safer to keep operating until you can change to a fresh filter.

Never judge your element's life by looking at it - A dirty-looking element may still have plenty of life left, while a restricted element may appear clean. Your best bet for lowest filter maintenance costs and best engine performance is to follow a restriction indicator. It's a smart, low cost investment.

Never leave an air cleaner open longer than necessary - Your open air cleaner is a direct entry to your engine. If the element is not going to be changed immediately, you are better off leaving the dirty element in place. At a minimum, cover the opening. Don't overlook a worn or damaged gasket in the housing - if your air cleaner has a cover gasket, inspect it and replace it with a new one if necessary. Always ensure that any traces of the old gasket are removed. If your filter model calls for a new gasket with each use, never reuse the old one.

Don't overlook a worn or damaged gasket in the housing - If your cleaner has a cover gasket, replace it with a new one. Always check to be sure no piece of the old gasket is not worn. If your filter model calls for a new gasket with each use, never reused the old one.

Don't use a dented filter element - Never install a dented or punctured element, because it cannot protect properly against contamination. A dent can make a firm seal impossible or can indicate damaged media.

Never use a warped cover on a housing - Replace with a new cover as soon as possible. A warped or damaged cover cannot make a proper seal. Also check to make sure there is no damage to the air cleaner housing that could cause a leak.

Never substitute an incorrect element model number - Elements may look almost identical but can differ by a fraction of an inch in length a difference that may make a positive seal impossible. You're always better off using the dirty element until you can get the correct model.

________________________________________________________________ 5.64 SU488 DN Scoop

____________________________________________________ Maintenance

Diesel emissions maintenance Introduction This section provides mechanics and operators of diesel engine equipment with a set of guidelines for an introduction to the maintenance of diesel emission systems.

With the continuing increase in environmental and health concerns, there has been growing trend to cut down on the release of any unnecessary exhaust gas pollutants into the environment. Regulations are in place limiting the maximum pollutant concentrations in diesel engine exhaust gas. Furthermore, sufficient ventilation must be provided in order to ensure that pollutant levels in the working environment don't exceed Threshold Limit Values (TLV). This manual has been developed to address these issues from a maintenance perspective. To better understand the relationship between engine maintenance and engine emissions, it's important to know the factors which affect the formation of the exhaust gas components.

Experience has shown that emission characteristics remain constant during the life of the diesel engines, providing that maintenance is performed in accordance with manufacturers' recommendations. Improper or insufficient maintenance will have a negative effect on the combustion process and lead to accelerated wear of engine components resulting in an increase in emissions. This usually occurs before a decrease in performance becomes noticeable.

The traditional approach towards maintenance operations was to look at it as an expensive exercise not yielding any direct benefit. A piece of equipment will be repaired if and when it fails, not before. This type of approach doesn't make sense from an economical standpoint. Timely maintenance extends the life of the equipment, increases the machine's availability for production, and reduces operating cost. Purchasing and operational cost calculations can easily prove the benefits of timely preventive maintenance.

An improved strategy toward diesel engine maintenance requires not only a firm commitment from management and planners, but an implementable set of best practices that mechanics can adopt into their everyday routine. This guide provides the foundation from which the maintainers of diesel engines can build a system that best suits the needs of their equipment.

The following guide is divided into two categories of equal importance.

Part I (Operational Issues) targets the practices of both mechanics and operators concerning diesel engines. The system specific section (Part II) targets the six primary engine systems outlined in previous research and expands on improved practices that address the needs of today's engine technologies.

_________________________________________________________________ A6474X253 REV 07 5.65

Maintenance ____________________________________________________ Diesel emissions In situations where it is necessary to verify gaseous emissions of the scoop , the following procedure is recommended.  Insure all covers surrounding the engine and fan are in place.  Insure the vehicle is in a safe location - free of pedestrian traffic.  Place bucket against immovable object - such as berm.  Place transmission in neutral.  Release parking brake.  Remove emission test ports and install vent tubes.  Insure vent tubes divert exhaust from operator.  Bring vehicle to high idle for 1 minute - allow tubes to vent.  Bring engine to 190 degree operating temperature.  Verify transmission temperature is less than 180 degrees.  For optimum results transmission should not be above 120 degrees before beginning the test.  Engage service brake by depressing pedal fully.  Verify service brake gage is O psi.  Place transmission into 3rd gear.  Bring engine RPM to stall and assume test protocol specified by Local or State Authority.  Stall RPM is determined by the converter and will occur at approximately 2,100 rpm.  Monitor engine and transmission temperatures during test:  Engine temperature should not exceed 215° F.  Transmission/converter temperature should not exceed 280° F for intervals exceeding 1 minute.  Transmission fluid and filter elements should be changed after the test.  If engine temperature exceeds 215° F , with a 68° F ambient temperature, the cooling system integrity should be verified.

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____________________________________________________ Maintenance Diesel emissions stall test The stall test can be a very important tool for establishing the condition of a diesel engine. There are a few suggestions that should not be ignored to take advantage of this capability.

The vehicle should be oriented and the Diesel Emission procedure protocol be followed.

A base line should be established for every new engine. A baseline is recorded for every unit manufactured as part of the Quality Assurance procedure. The CO2 and O2 levels can be used to insure that the engine is developing peak power. For a Turbo-charged engine, typical O2 levels are around 10% and CO2 levels around 8.0 %. Arguably, there are unique characteristics of currently manufactured engines that make it difficult to provide the 8% CO and 10 % O2 ranges, but the idea is to have the engine loaded to a point where the Torque Curve data recorded and published by MSHA can be used more or less as a comparison to determine how representative the data actually is.

Some engines have multiple horsepower ratings approved and only one Torque curve – usually the highest horsepower – published on the MSHA web sight. See bellow.

TORQUE CURVE TEST - ALL TESTS AT FULL THROTTLE MSHA # : 07-ENA040007 Engine: Deutz BF4M 1013FC Engine Rating: 173 HP @ 2300 RPM Engine Speed, RPM CO ppm CO2, % 1000 1491 11.7 1200 238 11.26 1400 166 10.41 1600 112 9.48 1800 116 9.17 2000 123 8.88 2100 120 8.57 2300 125 8.57 The stall test on the SU488D allows the engine to be loaded to approximately 90% of full load at 2100 RPM. A close approximation as to the expected value can be obtained by review of 8 mode test indicated in Table 4. By reviewing the 75% and 100% columns for corrected CO concentration we would expect the 1013 FC to fall between 64.5 and 82.0 ppm at 2100 RPM.

_________________________________________________________________ A6474X253 REV 07 5.67

Maintenance ____________________________________________________ Table 4: 8 Mode test results

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____________________________________________________ Maintenance Carbon monoxide (CO) levels will typically stabilize after 90 seconds in a stall condition and the data collected after this time frame. Emission data can be affected by some anomalies that would not be apparent until after the 90 second interval – such as bypassing oil filters – and can drastically affect CO levels. For this reason some states agencies require a full five minute stall test.

The condition of the engine in regard to normal wear and tear as well as service intervals on emission related components will be indicated by increasing CO levels. Base lines are established by law to monitor the life cycle of the engine and the levels can also be used as preventative maintenance. Please contact a service representative if you have questions or require assistance in understanding and performing the stall test as indicated.

As the scoop provides a gauge for monitoring the highest transmission circuit temperature, which occurs at converter stall, the actual transmission temperature will be 30-40 degrees cooler than that indicated on the gage. The maximum temperature indicated on the dash mounted gage should not be allowed to exceed 280 degrees Fahrenheit for longer than 90 seconds to avoid potential damage to the converter o-ring seals. It is also recommended that the transmission fluid be changed at intervals not exceed 250 hours when routine five minute stall tests are required.

_________________________________________________________________ A6474X253 REV 07 5.69

Maintenance ____________________________________________________ Operational issues Both mechanics and operators share equal responsibility for the proper maintenance of a diesel engine. To be effective in this task, they need proper training, good tools, knowledge of best practices, and proactive attitudes.

The mechanics should be introduced to the new tools through a training strategy that should include engine manufacturers training representatives. The primary level of training should be done on a one-to-one basis between the mechanic and the trainer. To complement this, group-training sessions should be conducted with small groups of four to five mechanics. Service representatives should provide training on the various engine systems. During each training session the mechanics will be shown how to incorporate the new process and new tools along with the training to improve performance and reduce emissions.

Tools Proper tools are absolutely essential to maintaining diesel engines effectively.

The sophisticated technology of today's engines requires equally sophisticated service tools to maintain them. This is not to say, however, that the new engine technology has replaced the fundamentals of engine maintenance. For this reason the best choice for engine maintenance tools is a balance between fundamental basics and advanced technology.

fundamental tools

advanced technology tools

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The most critical basic tool for engine maintenance is a clean and organized work environment

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A good quality set of pressure and vacuum gauges for measuring intake, oil and fuel pressures

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A manometer for measuring exhaust backpressure

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An infrared hand-held temperature probe

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A hand-held digital photo tachometer

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A coolant system pressure test kit

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A cylinder compression test kit

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The UGAS exhaust gas analysis system used in the DEEP Maintenance Project is an excellent tool for engine diagnostics.

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The Detroit Diesel Diagnostic Link is a software-based tool that communicates to DDEC engines.

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Caterpillar's Electronic Technician is a software-based tool that permits diagnostics with CAT electronic engines.

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AVL is an electronic tool used for timing mechanically fuel injected engines.

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____________________________________________________ Maintenance Best practices The most obvious place to begin with a set of best practices is the preventive and scheduled maintenance systems for diesel engines. A few basic ideas that can be easily implemented: record maintenance

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It is absolutely essential to have a systematic record keeping, analysis and planning system in place, preferably a computerized maintenance management system (CMMS).

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At the first level of monitoring diesel exhaust emissions, the following recommendations for documenting diesel engine maintenance should be adopted. Put together team focused on implementing an improved maintenance strategy. The team should have members including mechanics, operators, supervision, planning, and management from within the organization.

Responsibilities should be delegated according to an implementation plan and followed up through a report and meeting structure. Ensure that sufficient resources are made available to the team with respect to time, tools, and training.

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Assemble an engine maintenance audit program using the model in this section of the manual as a template. A good audit program has to have follow-up mechanisms built into it and should be conducted annually. Use the Guidelines and Best Practices included in this manual along with the six system approach to engine maintenance as a foundation in building a strategy for improving existing maintenance practices.

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The program should include testing undiluted tailpipe emissions.

Integrate the program into a computerized maintenance management record and planning system. Set action limits on emissions within the system to ensure response to problems. In order to be useful the emissions must be compared against a known baseline. The following chart (Table 4) is an example of how records could be collected and documented.

Table 5: Example of emissions records

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Maintenance ____________________________________________________ maintenance scheduling

engine tune ups

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Utilize an oil analysis program to determine optimum intervals for engine service. An excellent program to use is the CAT SOS oil analysis program available from your local CAT dealer

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Examine the possibility of splitting the P.M.(Preventive Maintenance) intervals between engine systems and vehicle systems. For example the engine could be serviced at 100-hour intervals while the remaining vehicle systems might only be serviced at 250 hours. This could be a method of achieving better attention to detail as well as optimized intervals.

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Examine the fleet profile and optimize the PM (Preventive Maintenance) schedule to ensure utility equipment doesn't become over-serviced at the expense of production equipment being under serviced.

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The service interval for the intake system is probably the most critical point of all, directly affecting engine performance and emissions. Specified intervals for intake systems only go part way to solving this. Vehicle operators must be made part of this process and educated as to the importance of this. They must become stakeholders in the process and become responsible for engine operation and service. When an operator suspects the need for intake service he should be able to take the necessary action himself. For a detailed explanation of how to properly service an air intake system refer to the section that deals with the six engine systems.

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Intervals for engine tune-ups should be determined by engine performance and exhaust emissions . The UGAS tool is an excellent method of achieving this. Setting tune-up intervals on the basis of hours lapsed since the last tune-up leads to poorer engine performance in many cases. An engine that may be performing optimally may be scheduled for a tune up by hours and end up performing more poorly afterwards.

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Have engine manufacturer service reps brought in to the shops and train the mechanics hands on in proper tune up techniques.

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Mechanics should be encouraged to use a diagnostic before starting tuneups. Before opening up the engine the mechanic should be trained to look for clues using basic diagnostics such as turbo boost pressure, air/fuel ratio, timing advance, etc.

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____________________________________________________ Maintenance major engine repairs

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The mine should set up an engine exchange program with each engine supplier. This ensures that the mine receives the lowest cost and highest quality service for major engine repairs. Engine suppliers are better trained and equipped to handle these repairs.

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Learn to spend that little bit of extra time and effort to maximize diagnostics. Often engines are needlessly opened up due to misdiagnosed problems.

Example: A compression test taken on a diesel engine showed two pistons were low in compression. The cylinder head was removed.

Once the head was removed it became apparent that the valves and rings were not the problem. The problem turned out to be a tight exhaust valve on both cylinders. Before any major dismantling occurs, you must follow a best practice troubleshooting procedure, which would have indicated that the valves need to be checked before a compression test is performed. This is a good example of how improper diagnostic procedures will lead to needless repair work.

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Keep the major engine repairs in the underground shops to a minimum. This is not an environment that is conducive to complex engine repair procedures. In frame overhauls should be avoided whenever possible in an underground shop. These practices generally lead to engine replacement shortly afterward due to poor performance and excessive emissions.

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When an engine is changed out the mechanics should be trained to look for damage and possible repairs to auxiliary equipment such as engine mounts and frame, intake system, exhaust system, etc.

_________________________________________________________________ A6474X253 REV 07 5.73

Maintenance ____________________________________________________ Proactive attitudes The philosophy of "repair on failure" may provide short-term benefits but in the long term, proactive engine maintenance delivers cleaner, and more efficient engines that run longer with greater dependability.

To succeed in this, operators, mechanics and supervisors must all participate equally in becoming more aggressive in the maintenance of diesel engines. operators

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Operators should be trained in basic engine maintenance in order to perform filter changes and minor repairs.

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Operators should be trained to use their senses to detect potential engine problems, which require maintenance.

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A good example of this is the smell of engine exhaust at the operator compartment while operating the equipment.

Example 1: The operators will quickly recognize an abnormal exhaust odor from the exhaust. After performing his initial checks on the intake and exhaust systems and not finding anything abnormal, he would report the change to the maintenance department for further investigation.

Example 2: While operating his equipment the operator notices that the operating temperature of the engine is slightly higher than normal, but not high enough to warrant a shutdown or activate the warning system. After performing an initial check on things like coolant level, radiator condition, water pump and fan drive systems, he would report the problem to the maintenance department for further diagnostics.

Operators must be held accountable for the condition of the equipment they are operating, and be accountable for ensuring its proper operation and maintenance.

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____________________________________________________ Maintenance mechanics

supervision

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Mechanics must communicate with equipment operators. There should be a level of communication and understanding established between the two that allows them to work as a team rather than individuals.

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Training sessions on basic maintenance practices and emissions as they relate to health need to be set up so that the operators and mechanics are both there.

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Increase the level of training for mechanics with a "buy in as related to health matters" approach.

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It is important that mechanics understand the effects of diesel emissions on their own health and that of the operators, as well as the results of proper maintenance on emissions.

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Target the best people for relevant tasks. The best problem solvers should be used for diagnostic situations and their skills used to utmost advantage. By the same token, the person who works full time on the service pit performs an equally important role in maintaining the equipment in good operating condition and should be trained to perform the necessary service and repairs when required.

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Set up a knowledge transfer program where individuals train their peers in informal hands-on environment. This could involve the diagnostic specialist sharing skills with the person on the service pit and vice versa. This training will take place at the same time as the training on emissions as related to health issues.

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Supervision on both operations and maintenance sides play a pivotal role in becoming proactive and empowering the people under their responsibility.

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Leadership for proactive engine maintenance practices comes from the top down and supervision must take the initiative with this.

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In this leadership role supervision must ensure that the operating and maintenance people are trained in using a proactive approach and thus are empowered to implement the appropriate procedures to correct poor practices.

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It should be the role of supervision to implement regular monthly meetings with the maintenance personnel to review new engine maintenance techniques.

_________________________________________________________________ A6474X253 REV 07 5.75

Maintenance ____________________________________________________ Typical exhaust gas components carbon dioxide (C02)

Although this gas is non-poisonous, it may still be considered a problem, especially if it is produced in large enough quantities to displace oxygen in the working environment

carbon monoxide (CO)

CO is the result of the incomplete combustion of the fuel, caused by localized insufficiencies of oxygen (rich fuel/air ratio). Quenching of the reaction by cold combustion chamber walls also increases the CO levels. (Example: cold engine operating temperatures) CO gas is a colorless, odorless, and tasteless gas. Inhalation of as little as 0.3% by volume can cause death within 30 minutes. For this reason, it is important never to allow the engine to run in enclosed spaces such as a closed garage without good ventilation. Increased CO concentrations may be the result of poor mixture formation caused by a defective injection system, injectors with defective spray characteristics, or engine overfuelling.

oxides of nitrogen (NOx)

The formation of NOx is dependent on the temperatures during the combustion process, the concentrations of the components nitrogen (N2) and oxygen (02) and the time available for them to react with each other. NO and NO2 are generally lumped together and referred to as oxides of nitrogen (NOx). A rise in the combustion temperature increases the NO concentrations in the exhaust gas In a diesel engine, the combustion process forms only NO, a small portion of which oxidizes to N02 at lower temperatures and in the presence of 02. The sum of NO and N02 is called NOx. These gases belong to two different classes. Nitrogen monoxide (NO) is a colorless, odorless, and tasteless gas that is rapidly converted into nitrogen dioxide (NO2) in the presence of oxygen - O2. Advanced injection timing can cause an increase of NO in the exhaust gas. Measures which decrease the NO concentrations, such as low compression ratio or retarded injection timing, also tend to decrease the efficiency of the combustion process. This can result in increased fuel consumption and higher CO and HC concentrations in the exhaust.

hydrocarbons (HC)

HC in exhaust gases is usually from very small quantities of unburned diesel fuel and engine lubricating oil. Since the measurement of concentrations of different hydrocarbons involves the use of sophisticated instrumentation, only total HC is usually measured and reported. In the presence of nitrogen oxide and sunlight, hydrocarbons form substances, which irritate the mucous membranes. Some hydrocarbons are cancer-causing. Incomplete combustion in a diesel engine produces unburned hydrocarbons. Increased HC levels in the exhaust gas are found when an diesel engine suffers from high oil consumption, a defective injection system, rich fuel/air ratio, or quenching of the combustion process in the proximity of the cold combustion chamber walls.

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____________________________________________________ Maintenance particulate matter (PM)

These include all substances (with the exception of water) which under normal conditions are present as small solid or liquid particles in exhaust gases. PM is usually defined as "any material, other than water, in the exhaust of a diesel engine which can be filtered after dilution with ambient air". These particulates normally consist of a mixture of carbon (soot), hydrocarbons and sulfuric acid. Therefore we can assume that conditions, which affect the formation of soot, hydrocarbons and oxides of sulfur, will affect the particulate emission.

oxides of sulfur (SOx)

The SOx formation is caused by the oxidation of the sulfur contained in the fuel with the 02 available in the combustion air. The SOx concentrations depend on the sulfur content of the diesel fuel and the fuel consumption of the engine. SOx reductions in the diesel exhaust gas can only be achieved through the use of low sulfur fuels.

smoke

Smoke is usually defined as solid and liquid particles suspended in diesel exhaust gases, which obstruct, reflect or refract light. Smoke from diesel exhaust can be placed into 3 groups depending on the appearance under direct illumination: ■

Grey/black smoke consisting of solid particles of carbon, i.e. soot.

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White smoke usually caused by the presence of vaporized and unburned diesel fuel in the exhaust gas, example, a misfiring cylinder.

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Blue smoke is usually caused by high concentrations of unburned or partially oxidized fuel or lubricating oil in the exhaust gas. This situation is typical of a diesel engine operating at low temperatures or suffering high oil consumption.

The visual appearance of the exhaust gas will depend on, the type of illumination and the background against which the exhaust gas is observed. In general, the "color" of the exhaust gas will appear as white/ bluish, or grey/black.

The diesel exhaust gas odor is a result of a combination of aromatic hydrocarbons and other substances such as aldehydes. Since "odor" cannot be described objectively, conditions affecting the formation of odor-causing compounds are not easily well defined. However, for a given diesel engine, conditions which may affect the concentrations of unburned HC will tend to affect the odor of the diesel exhaust gas.

_________________________________________________________________ A6474X253 REV 07 5.77

Maintenance ____________________________________________________

Engine systems and conditions that affect diesel emissions There are many different factors that affect the formation of the exhaust gas components.

These include: ■

Combustion Chamber Design Intake Manifold System

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Operating Conditions that Affect Emissions

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Low Turbocharger Boost Pressure

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High Exhaust Back Pressure

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High Crankcase Pressure

Combustion chamber design: Since the invention of the diesel engine, many different diesel combustion systems have been developed. Some of these systems were designed to maximize fuel economy, improve cold start ability, or reduce noise. Other types of designs obtain the best possible exhaust emissions. There are many trade-offs between fuel economy and emissions.

Combustion systems can be classified into two classes, direct injected (DI) or indirect injected (IDI). DI systems provide the best fuel economy IDI. systems are better at reducing harmful diesel emissions. direct injection systems

The two main advantages to the open combustion chamber design of direct injection (Fig. 62) are its simplistic design (over all cheaper to produce) and its high fuel economy. This design had a down side to it when fuel injection systems were mechanical, and had static timing.

They tended to produce higher emissions that I.D. injection systems.

That is no longer the case with modern electronically controlled injection systems, which have variable timing.

Fig. 62: Direct injection system

Direct injection system

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____________________________________________________ Maintenance indirect injection systems

In mechanical fuel injection systems, indirect injection systems (Fig. 63) have a separate pre-combustion chamber which allows the combustion process to be slowed down during the power stroke. There is a limited amount of oxygen in the pre-combustion chamber, which would not allow the fuel to ignite completely, resulting in a partial burn. As the piston moves down on the power stroke it would draw the contents of the precombustion chamber into the main chamber where there is more oxygen causing the partially burned fuel to burn rapidly in the main chamber. This controlled burn results in a more complete combustion process, resulting in lower overall emissions.

For any diesel engine, the emission concentrations are a direct relation of engine speed and load, ambient temperature conditions, and fuel quality.

Fig. 63: Indirect injection system

Indirect injection system

_________________________________________________________________ A6474X253 REV 07 5.79

Maintenance ____________________________________________________ Intake manifold system The induction system (Fig. 64) is designed to supply clean, dry air to the engine, with as little restriction as possible. A properly designed system must be able to withstand shock loadings along with a wide range of working conditions as encountered in actual service. The intake system must provide reliable system sealing and durability. Diesel engines operate with a high fuel/air ratio. Excess air is always present during the combustion process and in the exhaust gas. The most critical operating conditions are full load, or full fuel operation. Every engine manufacturer prescribes the maximum intake restriction which is allowed for a given engine family when operating at rated conditions. If the induction system was properly laid out during the installation of the engine into the equipment (air cleaner, hoses, pipes, etc. of proper size and flow characteristics), insufficient combustion air would not be a problem. Every diesel engine will react differently, depending on the combustion system and the overall condition of the engine. Generally, a system that was not laid out properly can easily be recognized by the excessive black smoke given off.

A failure of a combustion air intake system component such as the filter element, or a hose or clamp, will allow dust-laden air to by-pass the air cleaner and get into the engine. Such a condition is a serious problem when the engine is operating in a dusty environment. Depending on the type of dust contained in the combustion air and its abrasive properties, accelerated wear of the intake valves, pistons, piston rings and cylinders can occur, resulting in increased oil consumption and blow-by up to a point where compression is lost and horsepower reduction occurs.

This process leads to an increase in emissions. The rise in oil consumption always results in increased HC (hydrocarbons) and odor, followed by higher CO (carbon monoxide) concentrations.

Fig. 64: Intake manifold system

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____________________________________________________ Maintenance Operating conditions that affect emissions: ■

Plugged or dirty pre-cleaner or main element air cleaner (precleaner or the main element)

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Too small an air filter assembly (Fig. 65).Improperly sized to pass the required amount of air. Check the filter manufacturer’s recommended cubic feet per minute rating (cfm).

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Intake piping diameter too small. Check the engine manufacturer’s minimum and maximum intake pipe diameter and length.

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Intake piping too long. Check the engine manufacturer’s minimum and maximum intake pipe diameter and length.

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Intake piping contains too many elbows or bends. Check the manufacturer’s recommendations as to the number of bends allowed in a given length of piping.

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Visually inspect for crushed or damaged intake piping.

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Damaged or bent housing on air cleaner assembly.

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Collapsed rubber hoses in intake piping.

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Water-soaked paper filter element. Employ a moisture eliminator assembly when operating in heavy rainfall and high humidity areas.

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Dust plugging leads to short filter life. Use two-stage filters and exhaust gas aspirators.

Fig. 65: Typical air filter installation

_________________________________________________________________ A6474X253 REV 07 5.81

Maintenance ____________________________________________________ Low turbocharger boost pressure There are many causes for low turbocharger boost pressure. Turboboost pressures are similar for two-and four-stroke-cycle engines. Strategically placed small pipe plugs on the engine can be accessed to isolate the Turbocharger boost pressure from the air box pressure on twocycle engines such as the Detroit Diesel 2 stroke models: reasons for low boost pressure

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A high exhaust back pressure condition. (Check for plugged or restricted after treatment devices or exhaust deflectors)

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Exhaust gas leaks feeding to the turbo from the engine. (Check for telltale signs of black soot around turbo exhaust connections.)

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Leaking fittings, connections, or intake manifold gasket from outlet side of turbo (usually accompanied by a high-pitched whistle under load due to pressurized air leaks)

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Plugged turbocharger safety screen if used on the inlet or outlet side. Plugged or damaged air system after cooler. (Check the temperature drop across the aftercooler. Refer to manufacturer’s specifications for your particular application.)

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Possible turbocharger internal damage (check the condition of the turbine and compressor vanes for damage with the engine stopped)

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Leaking gasket between direct-mounted Turbocharger and the blower housing on a Detroit Diesel two-cycle engine

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Low air box pressure on a two-cycle Detroit Diesel engine caused by any of the following conditions: leaking inspection covers on the block, leaking cylinder block-to-end-plate gaskets, a plugged blower inlet screen, or a partially stuck closed emergency air system shutdown valve.

High exhaust back pressure The exhaust system (Fig. 66) must be laid out in such a manner that the maximum permissible exhaust backpressure, as prescribed by the engine manufacturer, is not exceeded. A slight backpressure (refer to manufacturer’s recommendations for maximums, generally no more than 25 inches of water) in the exhaust system is normal, but excessive exhaust backpressure will affect the operation of the diesel engine. The use of after treatment devices such as catalytic converters, flame arrestors, water scrubbers, or particulate traps will increase the engine exhaust backpressure. Excessive exhaust backpressure has a similar effect on engine performance and emissions as an intake restriction.

Power output reduction and increased exhaust temperature will become a problem. CO, black smoke and particulate emissions will also go up, counteracting the effect of the after treatment device. Improper maintenance could lead to plugging up the after treatment device and create a flow restriction in excess of the manufacturer's recommended limits.

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____________________________________________________ Maintenance Fig. 66: Typical exhaust system

causes of high exhaust backpressure

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Rain cap stuck at the end of a exhaust stack

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Crushed or damaged exhaust piping (Fig. 67)

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Crushed or damaged muffler

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Too small a muffler. Refer to manufacturer’s recommended muffler size for a given engine.

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Exhaust piping diameter too small. Check the filter manufacturer’s recommended cubic feet per minute rating (cfm).

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Exhaust piping too long. Check the engine manufacturer’s minimum and maximum intake pipe diameter and length.

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Exhaust piping with too many elbows or bends. Check manufacturer’s recommendations as to the number of bends allowed in a given length of piping.

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Excessive carbon build-up in exhaust system. Check the exhaust backpressure using a manometer. Refer to the manufacturer’s recommendations for a given engine size. If excessive, remove and clean after treatment devices.

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Obstruction in exhaust system or piping.

Fig. 67: Damaged exhaust system

_________________________________________________________________ A6474X253 REV 07 5.83

Maintenance ____________________________________________________ High crankcase pressure All Diesel engines operate with a slight crankcase pressure (1 to 3 inches of water) which is highly desirable since low pressure prevents the entrance of dust and keeps any dust or dirt suspended in air so that it can flow through the crankcase and be trapped in the engine breather system (Fig. 68). If there are signs of engine lube oil coming from the engine breather tube, crankcase ventilator, dipstick tube hole, crankshaft oil seals, or air box, drain tubes on two-cycle Detroit Diesel Engines. This may be a positive indicator of high crankcase pressure. Refer to manufacturer’s recommended maximum backpressure allowed for a given model of engine.

Proper lubrication, the use of adequate grade oils, and regular oil change intervals minimizes wear and ensures long engine life and stable exhaust emission quality. Failure to follow manufacturer’s recommended oil grades will accelerate engine wear, increase lube oil consumption and have a negative effect on exhaust emissions. Increased engine blow-by, higher HC concentrations and visible blue or black smoke in the exhaust gas will become noticeable prior to performance deterioration.

Fig. 66: Crankcase breather

causes of high crankcase pressure

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Too much oil in crankcase (check oil level).

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Restricted crankcase breather (Check engine crankcase back pressure to see if it is above manufacturer’s recommendations.)

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Higher than normal exhaust backpressure (Check exhaust back pressure to see if it is above manufacturer’s recommendations.) (restriction in the after treatment devices)

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Excessive cylinder blow-by (caused by worn rings, scored liner, cracked piston, or a hole in a piston).

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____________________________________________________ Maintenance Overview of the six engine systems Introduction This section presents an overview of the six engine systems (Fig. 69), the factors affecting exhaust quality, and how proper engine preventive maintenance can ensure long diesel engine life. Improper, insufficient or lack of preventative maintenance will lead to accelerated wear of engine components. This will result in an increase in emissions usually before a decrease in performance becomes noticeable.

Lack of proper maintenance, failure to follow manufacturer's recommendation or abuse of the equipment, will lead to accelerated wear, decreased performance, excessive oil consumption and increased hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx), and oxides of sulfur (SOx) emissions.

Fig. 69: Diesel engine and components

_________________________________________________________________ A6474X253 REV 07 5.85

Maintenance ____________________________________________________ Intake system Introduction The intake system (Fig. 70, Fig. 71 and Fig. 72) on a diesel engine must provide an adequate supply of clean air for good combustion at all operating speeds, loads, and operating conditions. As much as 1,500 cfm or more of air may be required. This depends on engine size and horsepower. On naturally aspirated (non-turbocharged) and turbocharged engines, air is as important to good operation as the quality of the fuel used. Lack of adequate airflow to an engine can result in high emissions along with poor performance Contaminated air can quickly wear out a diesel engine - a condition often referred to as "dusting". This condition is particularly noticeable when an engine has been overhauled, and after a short period in service, compression and power losses are noticeable.

Tests conducted by major diesel engine manufacturers have shown that as little as two tablespoons of dirt can dust out an engine within a very short time. Unfiltered air contains small particles of dirt and abrasive material that are not always visible to the naked eye.

Intake air can also be contaminated by partially burned fuel. Some of it washes down the cylinder wall and can dilute lubrication oil. Some of the unburned fuel dries up and sticks to pistons, rings, and valves as well as fouling up the small orifices in the injector tip, resulting in higher emissions. Nothing wears out a diesel engine faster than contaminated air entering the intake system. The dirt and oil mixture acts as an abrasive lapping compound. On the cylinder walls it proves to be disastrous. Imagine how the continuous rubbing action of the piston rings against the liner surface contaminated with abrasive dirt in the oil quickly accelerates wear.

Fig. 70: A two-stage intake system

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Maintenance ____________________________________________________ The air cleaner on diesel engines is designed to remove moisture, dirt, and dust from the air before it reaches the engine. It must do this over a reasonable time period before servicing is required. The air cleaner also acts as a silencer to reduce intake air noise. On a turbocharged engine, additional air is supplied by means of a turbocharger, which is exhaust gas driven On a supercharged engine (Detroit 2 cycle) a mechanically driven blower is used to supply additional air. The filter sizing should take into consideration these two additional features.

NOTICE! (Always refer to the manufacturer’s recommended filter sizes for any given engine application.)

Fig. 71: Typical intake system

dry type air cleaners

Modern dry-type air cleaners may have one or more replaceable filter elements and may include primary and secondary or safety filtering elements. Most dry-type air cleaners also include vanes, which act as a type of pre-cleaning device. The vanes may be part of the filter element or they may be part of the air cleaner housing. As air enters the air cleaner, it passes over the vanes, which impart a swirling action to the air. The swirling action causes the heavier dust and dirt to be thrown outward by centrifugal force against the air cleaner housing, where it goes to the dust collector.

The air intake system on modern electronically controlled diesel engines is equipped with one or more of the following sensors: ambient air pressure sensor for altitude compensation, intake manifold temperature sensor, and turbocharger boost pressure sensor. Any of these sensors can quickly detect a problem and cause the engine ECM (Electronic Control Module) to compensate by reducing the amount of fuel that is available thereby reducing speed and power. These sensors are normally located on the intake manifold.

Fig. 72: Typical intake system with TBS

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Maintenance ____________________________________________________ air induction piping

The air induction piping (Fig. 73) works with the air cleaner to carry clean filtered air into the diesel engine. When you service the air cleaner filter assembly, it is extremely important to check the piping hoses, elbows, and clamps for looseness, tears, or ruptures. Ignoring these can lead to unfiltered air entering the system and destroying the engine in a very short time. Inspect the intake ducting (piping) and elbows every time you service the air filter.

Fig. 73: Air induction piping

aftercoolers

On electronically controlled high-speed heavy-duty diesel engines one of the most important components in use today is the turbocharger pressurized-air aftercooler (Fig. 74). Ideal air temperature for modern turbocharger diesel engine is usually in the region of 35 to 38°C (95 to 100°F).The higher the ambient air temperature, the greater the expansion of the air, the greater the loss of engine power . Depending on the rise in ambient air temperature and the diesel engine design features, an engine can lose between 0.15 and 0.7% horsepower per cylinder for every 6°C (10°F) rise beyond 32°C (90°F), or approximately 1% power loss for each 6°C (10°F) of intake temperature rise above 32°C (90°F).

Fig. 74: Typical aftercooler Aftercooler

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____________________________________________________ Maintenance air-to-air aftercoolers

The most efficient and widely used turbocharger boost air aftercooler for heavy-duty applications is the AAAC, or AAAAC as some engine manufacturers refer to it (Fig. 75). Since cooler air is denser, a greater amount of air is in fact supplied if the air is cooled properly. The aftercooler is mounted to cool the intake air after it leaves the discharge side of the turbocharger and before it enters the diesel engine.

Fig. 75: Air-to-air aftercooler

water aftercoolers

Some diesel engine manufacturers still use a water-type inlet air aftercooler (Fig. 76). These employ engine coolant routed through the water jacket to reduce the temperature of the pressurized air flowing through it from the turbocharger. A water-cooled aftercooler is capable of lowering the full-load engine turbocharger boost air from a temperature of about 149°C (300°F) down to approximately 93°C (200°F). The ALCC system is capable of lowering the turbo boost air temperature down to approximately 74°C (165°F). The AAAC air-to-air system increases the engine fuel economy by approximately 4% over the water after cooled system.

Fig. 76: Water aftercooler

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Maintenance ____________________________________________________ intake system recommendations

In a mining application the intake system becomes the most critical engine system affecting exhaust emissions. Problems associated with intake air are magnified in every other engine system's performance.

Some points worth considering in maintaining intake systems: ■

The ducting and piping for the intake system should utilize two spring loaded band clamps at each rubber hose connection.

■

The entire system, ducting, filter housing, gaskets, etc., should be tested every 100 hours for integrity and leaks. The use of ether spray that was at one time common practice is not recommended under any circumstances due to danger of fire and explosion and possible engine damage. The best alternative is a compressed air charge system described in the next section.

■

The location and installation of intake filter housings should be evaluated. Ideally they should be situated away from heat sources (exhaust) and dust sources (tires). They should also be installed to facilitate good serviceability.

■

Every underground diesel engine should be equipped with a twostage intake filter system with a radial type seal at the back of the filter for failsafe protection.

■

Inspect intake filter system and verify that it is sized correctly to meet engine requirements. Refer to filter manufacturer’s recommendations.

■

Verify that ducting is of sufficient size without unnecessary restrictions.

■

Ensure that intake filter housing is installed as close to the engine intake manifold as possible.

■

On engines equipped with dual intake filters ensure that there is a common connection to both housings to prevent balance problems such as turbo overspeed.

■

Do not rely solely on intake restriction indicators located at the filter housing. Proper gauges should be installed at the operator dash. It is imperative that operators be educated on the use and importance of this.

■

The mechanics should service intake systems at minimum intervals. This would be at least a weekly inspection and possible filter service if required. Once again it is imperative that the operators be educated and empowered to monitor the intake system and make necessary service immediately on detection of a problem.

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____________________________________________________ Maintenance servicing the intake system

Assemble a testing system (Fig. 77). The components of the system are: ■

Sealed filter element(s)

■

Air pressure regulator and hose assembly

■

Spray bottle with soap and water solution

Fig. 77: An intake testing system

The filter elements are easily sealed with duct tape or any other industrial tape capable of sealing less than 5 psi. Any used or dirty element will work fine for this purpose. The intake system does not have to be completely sealed in order to hold a small amount of pressure. Air will still pass by the intake valves and turbo, but the sealed filters are usually enough to hold the low pressure. The regulator and hose assembly can be made up from readily available components found in most underground shops. Ideally a regulator capable of high flow at low pressures such as those used for pneumatic paint spray guns work best.

The # 4 hose can be easily adapted to a fitting teed into the intake system. The filter service indicator is usually a good, easily accessible point for the tee. The spray bottle used to test the integrity of the intake system should hold approximately 1 liter of soapy solution in order to service an entire intake system.

The regulator should be adjusted normally to no more than 5 psi. This is mainly for safety considerations with a pressurized system. The suction side of the intake system between the filter and the turbo should NEVER be pressurized to more than 5 psi for testing. The filter housing, intake piping and hoses are not designed to withstand higher pressures. The pressure side of the intake system between the turbo, air-toair coolers and intake manifold can and should be tested at higher pressures up to 25 or 30 psi safely. It is best to pressure test each side of the intake system separately for safety reasons and for verification of proper condition. Check the manufacturer's specification for intake pressure before charging the system to be sure. Spray the solution on all hoses, clamps, connections, flanges, manifolds, and coolers for the intake system.

_________________________________________________________________ A6474X253 REV 07 5.91

Maintenance ____________________________________________________ Leaks will appear as bubbles on contact with an air leak in any of the intake plumbing.

NOTICE! All defects should be repaired immediately and re-tested. This is not a repair that can be scheduled for a later time (Fig. 78).

Fig. 79: A mechanic testing the intake system

Job aid check list for intake system: In the Guidelines and Best Practices the intake system is assigned the highest priority of the six engine systems.

Checkpoints: ■

Check operation of filter indicator and measure restriction.

■

Measure turbo boost pressure with gauge - 8 psi. (If Applicable)

■

Measure turbo boost on DDDL system. (If Applicable)

■

Pressure test intake system for leaks.

Actions: ■

Replace damaged connector hose and seal intake connections.

■

Replace air-to-air cooler if required.

■

Replace secondary air filter if required.

NOTICE! Use a copy of the Job Aid Checklist at the end of this manual to record measurements and procedures.

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____________________________________________________ Maintenance Exhaust system Introduction The exhaust system (Fig. 79) used on modern diesel engines must be laid out in such a manner that the maximum permissible exhaust backpressure never exceeds the manufacturer’s recommendations. To test the backpressure in a typical diesel engine exhaust system, a slacktube manometer can be used or a special low pressure gauge. This is a low pressure gauge designed especially for measuring intake and exhaust backpressure and restrictions on diesel engines.

The use of after treatment devices (Fig. 80) such as catalytic converters, flame arrestors, water scrubbers, and particulate traps tend to increase the engine exhaust backpressure. Excessive exhaust backpressure has a similar effect on engine performance and emissions as an increased intake restriction. Power output reduction, increased exhaust temperature, CO (Carbon Monoxide), black smoke and particulate emissions all go up increased intake restriction. Power output reduction, increased exhaust temperature, CO (Carbon Monoxide), black smoke and particulate emissions all go up.

Fig. 79: A typical diesel exhaust system

After treatment devices used on diesel engines can vary tremendously in size and design. The purpose, however, is the same. They allow the escaping exhaust gases, which are under pressure, to expand within the after treatment device, thereby reducing the noise emitted as they exit into the atmosphere.

In addition, some after treatment devices act as a secondary burner for any unburned hydrocarbons left over from the combustion process.

Typical noise levels from heavy-duty diesel engines is usually within the 80 to 86 decibels before after treatment devices are installed.

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Maintenance ____________________________________________________ Improper maintenance could lead to plugging up or badly restricted exhaust system. The resulting flow restriction will excess the backpressure limits set by the manufacturer.

An excessive exhaust backpressure has a similar effect on diesel engine performance and emissions, similar to increased intake restriction.

Fig. 80: A typical after treatment device

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____________________________________________________ Maintenance Exhaust system recommendations Relatively minor and basic maintenance practices can have a large impact on emissions reduction. Monitoring the physical properties of exhaust such as gas concentrations, pressure and temperature is absolutely essential to proper maintenance.

■

Monitor exhaust backpressure at regular scheduled service intervals using one or a combination of mechanical gauges, or the UGAS analysis system. Backpressure is a prime indicator of how both the engine and exhaust systems are performing with respect to baseline values.

■

Inspect the installation of exhaust after treatment systems. Verify that they are properly sized (not too small or too big) and that they are close enough to the exhaust manifold for maximum operating temperature.

■

Establish a method of evaluating the condition and performance of after treatment devices. This can be done by measuring backpressure and gases with tools such as the UGAS system.

■

Inspect the installation of the piping on the exhaust system. Look for dents, leaks, damage, and possible causes of restriction that could increase back pressure. When possible use heat wrap for protection and also to maximize exhaust temperatures for after treatment performance.

■

Inspect the condition of the turbocharger assembly. When inspecting the fins make sure to look from the top inside and not from the end. Check the compressor wheel on the intake side for a sandblasted effect indicated by a smooth worn down blades on the compressor wheel . Aftercooler pressure differential should be measured regularly to ensure proper cooling. Operators should be trained in the proper operation of turbo-equipped engines as to the start up and shut down procedures.

Exhaust after treatment system maintenance Diesel oxidation catalysts (DOCs) These devices are designed to convert carbon monoxide (CO) to carbon dioxide (CO2). In addition, they also reduce hydrocarbons (HC) and the HC fraction of DPM. Diesel oxidation catalysts are very effective due to the excess oxygen present in diesel combustion and the reaction between the oxygen and the catalyst element.

In order for these systems to operate efficiently they must work with exhaust temperatures in excess of 200°C. This requires that the installation of the system be such that the purifier is mounted as close as possible to the exhaust manifold for maximum temperature. It is also important to use low sulfur fuel with DOCs as the catalytic element can be poisoned and neutralized by excess sulfur. It should also be noted that DOCs do not reduce NOx emissions.

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Maintenance ____________________________________________________ To effectively maintain diesel oxidation catalysts the following points should be adhered to: ■

Perform emissions measurements on a regular basis to calculate CO (Carbon Monoxide) conversion efficiency. Refer to section with procedure on emission testing. Efficiency should be between 65% and 95%.

■

Use exhaust backpressure for monitoring purifier condition.

Establish a baseline value for each engine series with a new or clean purifier. Maintenance checks should not exceed 3 inches of water above baseline value. Backpressures exceeding this indicate need for service.

■

Clean catalytic purifiers using compressed air, steam cleaning, and fuel. After blowing out and washing with steam, soak the purifier in a clean container of diesel fuel for at least 2 hours to loosen and dissolve hard carbon build-up. After soaking, re-steam and blow out with compressed air.

■

When blowing out purifiers with compressed air, ensure the safety of yourself and others with adequate ventilation to avoid exposure to airborne soot.

To effectively maintain diesel particulate filters the following points should be adhered to: ■

Exhaust backpressure and temperature should be continuously monitored with a permanent on-board system including an alarm system to warn the operator of either a high exhaust temperature condition or a high backpressure condition. If available, smoke density or opacity measurement systems are useful in determining a pass or fail condition of a particulate filter as well. (For a detailed explanation of this procedure refer to page 5.97)

■

Filters can be cleaned manually using compressed air. Blow out the filter in the reverse and then forward direction of exhaust flow. This can be a very dirty operation and extreme caution should be exercised to avoid exposure to airborne soot. If possible it is a good idea to set up a device for servicing filters that traps the soot in water or another filter mechanism so that it does not get vented to the shop fresh air supply.

■

Filters can also be serviced using a kiln or similar controlled heating device. This simulates the thermal regeneration of the filter that is normally done by the engine exhaust temperature. It is important to note that the kiln must support the burning of soot in a controlled environment and have proper environmental controls for safely ventilating and avoiding exposure to harmful compounds.

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____________________________________________________ Maintenance Job aid checklist for exhaust system Before any maintenance activities are undertaken a set of emissions tests should be performed, taken upstream and downstream of the purifier. This provides a set of values from which to compare the impact of the maintenance activities throughout the day. In addition to the emissions the exhaust backpressure is also measured with a standard mechanical gauge.

Checkpoints ■

Emissions tests (Fig. 81) before and after exhaust purifier.

■

Check exhaust backpressure.

■

Visual inspection of complete system for leaks, cracks, etc.

■

Check operation and setting of Jake brakes (if applicable).

Fig. 81: Performing an emissions test

NOTICE! Use a copy of the Job Aid Checklist at the end of this manual to record measurements and procedures.

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Maintenance ____________________________________________________ Introduction to tools used for exhaust system analysis There are a variety of exhaust gas analyzers on the market that will perform this job. In most cases these tools require proper training to get consistent results. The gas analyzer described below is only one of many that could be used for this purpose.

ECOM AC+ gas analyzer The ECOM AC+ electronic gas analyzer (Fig. 82) measures oxygen, carbon monoxide, nitrogen oxide, nitrogen dioxide, gas temperature, and gas pressure. All gas sensors are electro-chemical with a thermocouple and RTD sensor for temperatures, and a piezo resistive sensor for measuring changes in pressure accurately (Table 5). In addition to measuring the gases mentioned, the analyzer also estimates carbon dioxide output, total oxides of nitrogen and combustion efficiency.

Fig. 82: The ECOM AC+ gas analyzer

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____________________________________________________ Maintenance The instrument can incorporate up to six gas sensors; however, sulfur dioxide and hydrocarbons sensors are not being used in the UGAS system. A probe and 15 feet of non-heated sampling line connect the analyzer to the exhaust system. Each exhaust system is fitted with 1/4" NPT (National Pipe Thread) fittings for measuring undiluted exhaust through the probe. The instrument is capable of operation as a standalone device, which can measure gases and print out results. Operations can be performed using the membrane keypad and LCD display and can be saved into analyzer memory and printed out. Each sample erases the previous sample from memory. As a stand-alone device the instrument lacks the flexibility to take time weighted average samples and store historical data in memory. To overcome this the RS232 serial communication port on the analyzer was utilized. This port communicates all data in real time as it is acquired from the sensors. Communicating this real time data to a software interface permits the flexibility required to store time weighted average samples to an integrated database.

Table 6: Emissions components

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Maintenance ____________________________________________________ UGAS software application The second module of the system is a custom designed Windows software application that communicates directly with the analyzer displaying in real time all measured and calculated values. The interface (Fig. 85) was designed to be as intuitive as possible for the intended end users -underground mobile mechanics. The gauge controls in the software permit the user to configure warning and alarm display levels for each parameter. The gauge control display window has the flexibility to configure any combination of parameters up to a maximum of eight on each of the two windows.

The remaining three main display windows are for graphic chart analysis, custom function editing, and databases. The chart analysis window has a list of query filters to select from in querying historical databases.

Filters include vehicle number, vehicle type, location, dates and other related fields. The results of each query are displayed in an adjacent graphic analysis screen with flexibility to arrange the data in several different formats.

Fig. 85: UGAS software

Testing protocol The third and most critical component is the test protocol. The following protocol for performing an undiluted exhaust test on underground diesel engines was developed in collaboration with CANMET. The protocol accounts for all factors from pre-test conditions through engine loading factors to time weighted average sampling. Pamphlets and on-line multimedia tutorials are provided to assist the mechanics and make the testing as easy as possible. The test protocol is designed to ensure, to the greatest degree possible, accurate and consistent testing of diesel exhaust emissions on underground mobile equipment.

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____________________________________________________ Maintenance Pre-test conditions Before taking tests the mechanic must ensure three basic conditions before proceeding: ■

That the engine is at full operating temperature.

■

That the vehicle exhaust is equipped with 1/4" NPT (National Pipe Thread) fittings (Fig. 84) on each side of the exhaust purifier(s).

These fittings allow for the insertion of the analyzer probe to acquire undiluted exhaust samples.

■

That an instrument such as a hand-held photoelectric tachometer is available for measuring engine rpm during tests.

Fig. 84: Insertion of analyzer probe

Emissions testing protocol ■

Start the analyzer and log on to UGAS software 3-minute calibration

■

Perform a steady state engine stall against the converter and hydraulics system. Brakes on, wheels chocked, unit in second gear, maximum throttle, along with hydraulic stall. Maximum stall time 60 seconds. Perform Baccarat Smoke Test 60 Seconds Read RPM.

■

Enter Bacharach Smoke Value - RPM - Test ID Proceed to Gas Sampling.

■

Perform a steady state engine stall against the converter and hydraulics system. Brakes on, wheels chocked, unit in second gear, maximum throttle, along with hydraulic stall. Maximum stall time 60 seconds. Start gas sampling within 60 seconds.

■

Print and save the results and repeat the test on the opposite exhaust bank on "V" engines.

NOTICE! Exceeding a 60 second stall condition can potentially cause damage to transmission and hydraulic systems. Use of caution and careful monitoring of all temperatures is advised.

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Maintenance ____________________________________________________ Basic emission equipment operation Undiluted diesel particulate measurement In addition to diesel exhaust gases, which are easily measured, the particulates in diesel exhaust should also be measured. Unfortunately, accurate portable instruments for measuring diesel particulate in exhaust are not commercially available. Some technicians use opacity meters, but these are quite crude instruments.

CANMET has developed a simple portable system for sampling undiluted particulate matter (Fig. 85) from production vehicles. The system includes a sampling probe, heated lines, a filter cassette, a constant flow pump and a temperature sensor.

Fig. 85: Sampling undiluted particulates matter

The stainless steel sampling probe is inserted in the exhaust pipe while the engine is running. The pump draws in exhaust air which flows through a 15-foot heated line and through the filter to capture the diesel particulates. The heat is provided by using power from the vehicle battery, and prevents condensation in the sampling line. A high volume pump is calibrated to draw 12 litres per minute. The temperature sensor is a thermocouple from the ECOM analyzer, which records the temperature of the exhaust gas. The temperature of the air is also recorded.

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____________________________________________________ Maintenance The sampling is done over a 60-second steady state stall condition.

Perform a steady state engine stall against the converter and hydraulics system. Brakes on, wheels chocked, unit in second gear, maximum throttle, along with hydraulic stall. Maximum stall time 60 seconds. Both gas and particulate samples can be taken simultaneously.

The diesel particulate is collected on a pre-weighed filter. After the sample collection, the filter is weighed again (Fig. 86) to get the total weight of the sample collected. The volume of exhaust gas passed through the filter is calculated by multiplying the pump flow rate and the sampling duration. The DPM concentration is obtained by dividing the weight of the particulate mass collected by the volume of exhaust gas passed through the filter.

Fig. 86: Weighing sample collection

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Maintenance ____________________________________________________ Measurement interpretation Note: The following is an excerpt from the actual testing performed during the development of the guidelines. It is not intended that the mechanics would be able to perform these evaluations. It is only included to give the mechanic an overview of the process.

Analysis of particulate samples Measurement and analysis of the particulate sample filters was done at the NRCan CANMET laboratories in Sudbury and Bells Corners, Ontario. Weight analysis for total mass was done at the Bells Corners facility and the analysis by NIOSH 5040 Thermal Optical method [4] was performed at the Sudbury laboratory.

Weight analysis ■

Sample filters (silver membrane) were conditioned in an environment chamber for at least one hour at 45% RH ±8%, 22oC ±3oC.

■

A Mettler 183 balance, accuracy 1g ± 0.00001 g was calibrated using internal calibration procedures.

■

A blank filter pair was weighed for determining filter weight changes due to variations in conditions within the weighing chamber between initial and final sample weight determinations.

■

Sample filters were weighed and placed in plastic sample holders, which were then capped.

■

Upon the sample filter's return, filters were removed from plastic sample holders, placed in petrie dishes, covered and conditioned in an environment chamber for at least one hour at 45% RH ± 8%, 22oC ± 3oC.

■

The Mettler 183 balance was calibrated using internal calibration procedures.

■

The blank filter pair was weighed.

■

Sample filters were then weighed.

■

DPM mass was determined by subtracting initial from the final sample weights, correcting each DPM for changes in blank filter weights. During the field-testing three batches of sample cassettes were assembled with blanks and shipped to the mine. The numbered cassettes were stored in a locker in the underground shop and brought to the office on surface after sample capture.

■

Cassettes including blanks were sent to the CANMET laboratory in Bells Corners for analysis.

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____________________________________________________ Maintenance Thermal optical method In brief, NIOSH method 5040, speciation of organic and elemental carbon is accomplished through temperature and atmosphere control, and by an optical feature that corrects for pyrolitically generated "EC" (or char) formed during the analysis of some materials (e.g., cigarette and wood smoke). A light from a pulsed diode laser is passed through the filter to allow continuous monitoring of filter transmittance. The analysis process is done in two stages.

In the first stage, organic carbon and carbonate carbon (if present) are volatized from the sample in a pure helium atmosphere. The temperature is stepped to a maximum (about 860oC). Evolved carbon is catalytically oxidized to CO2 in a bed of granular MnO2, reduced to CH4 in a Ni/ firebrick methanator, and quantified as CH4 by a flame ionization detector (FID).

During the second stage of the analysis, a pyrolysis correction (if needed) and EC measurement are made. The oven temperature is reduced, an oxygen (2%)-helium mix is introduced, and the oven temperature is again raised. As oxygen enters the oven, pyrolitically generated EC is oxidized and a concurrent increase in filter transmittance occurs. Correction for the char contribution to EC is accomplished by identifying the time at which the filter transmittance reaches its initial value. This point is defined as the "split" between organic and elemental carbon. Carbon evolved prior to the split is considered "organic" (including carbonate), and carbon after the split and prior to the peak used for instrument calibration (final peak) is considered "elemental."

The 5040 method was used to analyze the first set of samples that were taken on quartz fiber filters. This was done due to inconsistencies measuring total weight due to high humidity combined with quartz fiber filters. There were 21 samples in the first set analyzed with 5040 and quartz fiber filters. For correlation purposes and verification of accuracy, three samples with silver membrane filters were measured with 5040 and correlated to previous samples on the same vehicles with quartz fiber.

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Maintenance ____________________________________________________ Job aid check list for exhaust system analysis tools ECOM AC+ gas analyzer The electro-chemical gas sensors used in the ECOM unit are recommended for calibration every six months. The analyzer for the project was purchased new from ECOM America and was delivered with all sensors calibrated. The calibration gases used are: ■

Carbon monoxide - 1000 ppm

■

Nitrogen oxide - 100 ppm

■

Nitrogen dioxide - 100 ppm

■

Oxygen - Verified against O2 concentration in NO or NO2 cal gas

The ECOM analyzer incorporates a three-minute calibration each time the unit is started. All gas sensors are "zeroed" against the ambient air drawn through the probe for the three-minute period. For this reason it is critical that each time the analyzer is turned on the probe remains in as fresh an ambient environment as possible and nowhere near any running exhaust gases.

Particulate sampling - Gilian pump The undiluted particulate sampling system incorporated a Gillian high volume 30 LPM pump (Fig. 87) for drawing the exhaust through the 37 mm cassettes. Under ideal conditions this instrument would be calibrated for each sampling session. Calibration of this instrument might be beyond the scope of the mechanics expected work and therefore it may be necessary to have it performed by the ventilation department.

Fig. 87: Gilian pump

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____________________________________________________ Maintenance Intake testing The intake system can easily be considered the most critical with respect to maintenance and emissions. Ironically the intake system has the least known tools for servicing. In the past ether spray was used for detecting intake leaks by listening for engine acceleration where ether would leak by into the intake and combustion chamber.

Problems with ether including extreme flammability and potential catastrophic engine failure when improperly used have led to the discontinuation of its use. This situation left a huge gap where the only activity associated with intake systems was the regular replacement of air filter elements and blind faith that this practice alone was sufficient.

A system for methodically testing intake systems with no risks to either the person doing the test or the engine can be prepared by any mechanic. The system is simply a used intake filter element sealed externally with duct tape, an air pressure regulator and hose assembly, and a spray bottle containing a mixture of soap and water (Fig. 88 and Fig. 89). During service the plugged filter element(s) is installed in the intake housing and the air pressure regulator is connected to a fitting on the intake. Compressed air is regulated inside the intake system to no more than 5 psi for safety reasons. Even with the leakage across valves and turbocharger, enough static pressure remains in the system to produce bubbles when the soap and water solution is sprayed on all hoses and connections.

Fig. 88: Intake testing system

Fig. 89: Mechanic testing an intake system

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Maintenance ____________________________________________________ Intake restriction and exhaust backpressure A Magnehelic Gauge from Dwyer Instruments (Fig. 90) can be purchased with a range from 0 - 80 inches of water. The gauge is capable of differential pressure measurements and therefore has two fittings, one for pressure and the other for vacuum measurement. This makes it ideally suited for measuring intake vacuum restriction which is normally in the range of 10 inches of water, as well as exhaust backpressure, typically around 20 inches of water. The gauge is marked on the back to show which side is used for vacuum measurement and which side is used for exhaust pressure measurement. In addition to the portable gauge for servicing, a replacement program should be initiated for the intake tell-tale service gauges (Fig. 91) that are currently in use. The original small plastic plunger units were found to be anywhere between ineffective to defective.

Fig. 90: A magnehelic gauge

Fig. 91: A magnetic tell-tale service gauge

Most of the gauges are installed in locations that were not visible from the operator's compartment so that on the rare occasions that they were actually checked, they weren't being checked properly. A replacement indicator gauge will alleviate this. The gauge can be purchased from Donaldson who manufactures the intake housing and filter systems. The gauge is a standard three-inch mechanical bourdon tube with an appropriate range and scale for the intake system. The plunger indicators should be replaced by the gauges and installed in appropriate locations within sight of the operator's compartment.

NOTICE! Use a copy of the Job Aid Checklist at the end of this manual to record measurements and procedures.

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____________________________________________________ Maintenance Fuel injection system Introduction The diesel fuel injection system (Fig. 92) is the heart of the diesel engine and is very important for controlling diesel emissions. Fuel injection system components such as the injection pump and injectors are precision elements, which must be handled with extreme care. They require minimum maintenance and will deliver very long reliable service provided.

Fig. 92: A typical fuel system

The following is a list of things that need to be taken into consideration when performing maintenance on fuel injection systems.

■

Injection system components are not tampered with.

■

System maintenance is performed according to diesel engine manufacturer's recommendations.

■

Only high quality fuels are used.

NOTICE! Failure to follow these guidelines will lead to injection system components failure, which will affect engine performance and emission quality.

_________________________________________________________________ A6474X253 REV 07 5.109

Maintenance ____________________________________________________ Failure of injection system components can be grouped into several categories:

Injection pump or injector failure This problem is usually associated with fuel contamination and is the most expensive to correct. This type of failure will normally result in noticeable performance loss. The engine will be hard to start, will lack power, and have poor acceleration. The engine will suffer from excessive fuel consumption and increased emissions, especially CO (Carbon Monoxide), HC (Hydrocarbons) and smoke. A decrease in NOx emissions will also be evident. The most noticeable effect will be a rapid increase in black smoke and CO emissions. Operation under such faulty conditions could lead to engine overheating, and eventually total engine failure.

Fig. 93: Fuel tank and fuel lines

Inadequate fuel supply This condition could be caused by a low fuel level in the tank, pluggedup filters (Fig. 94) or fuel lines, or internally damaged fuel lines. This problem is the simplest to recognize and easy to correct. Since the engine will fail to start, will misfire and/or will not deliver full power. The situation can be identified early enough and will have only temporary effects on engine life or exhaust emission quality.

Fig. 94: Cut-away of a contaminated fuel filter

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____________________________________________________ Maintenance Incorrect injection pump or injector timing Fuel injection timing has a direct bearing on the performance and emissions quality of a diesel engine. If the diesel engine has static injection timing, which is set by the position of the injection pump or the injector height in the case of mechanical unit injectors, the manufacturer optimizes the injection timing during the engine development work. The timing represents a trade-off between fuel economy and the exhaust emission. Diesel engines with static timing are mechanically adjusted during engine assembly or engine repair (Fig. 95). The timing generally doesn't change during the service life of the diesel engine.

Fig. 95: Typical fuel system

Advanced timing This condition will normally result in increased NOx emissions. This is usually accompanied by a reduction in CO, HC and smoke. It will also result in lower exhaust temperatures. Excessive advancement of the injection timing will cause hard starting and engine damage.

Retarded timing This condition will normally result in increased NOx emissions. This is usually accompanied by a reduction in CO, HC and smoke. It will also result in lower exhaust temperatures. Excessive advancement of the injection timing will cause hard starting and engine damage.

Fig. 96: Mechanic timing a diesel engine

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Maintenance ____________________________________________________ Fuel system types Although new diesel engines employ electronic fuel injection and governing systems to reduce exhaust emissions, there are still many diesel engines in operation equipped with mechanical fuel systems.

This section will introduce you to the main types of fuel systems, both mechanically and electronically controlled. Basic fuel injection system types can be categorized as follows: ■

Individual unit jerk pumps (Fig. 97)

■

Inline pump systems (Fig. 98)

■

Distributor pump systems (Fig. 99)

■

Cummins PT (pressure-time) fuel systems (Fig. 100)

■

Unit injector fuel systems (Fig. 101)

Electronically controlled fuel systems can be applied to all of the mechanical systems listed above.

Fig. 97: Individual unit jerk Pump

Fig. 99: Distributor pump

Fig. 98: Inline pump system

Fig. 100: Cummings PT fuel system

Fig. 101: Unit injector fuel

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____________________________________________________ Maintenance Individual unit jerk pumps The illustration shows the concepts of this type of system where fuel at low pressure from a transfer pump is delivered to the individual pumping units. A supply pump is not required; a gravity-feed system can be used. Within the individual pump housings, a pumping plunger is forced upward by the camshaft to raise the trapped fuel to a high enough pressure to be suitable for injection. The illustration shows a single-cylinder Bosch jerk pump (Fig. 102). The letter P in PF stands for "pump" and the F for no camshaft within the pump. The pump is engine mounted and the pump camshaft lobe within the engine block lifts a flat adjustable tappet. The designation PFR indicates that a roller rather than a flat tappet is used. Fuel under pressure is sent through a steel line to the injection nozzle located in the cylinder head. When the fuel pressure is high enough to overcome the needle valve spring pressure, the fuel is sprayed from a series of small orifices in the nozzle spray tip into the combustion chamber. This provides high injection pressure providing good atomization of the fuel.

Fig. 102: Bosch individual jerk pump

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Maintenance ____________________________________________________ Inline pump system The inline fuel injection pump (Fig. 103) employs a design where all of the individual pumping plungers are located within a common housing.

The illustration shows the basic layout of the fuel system for a highspeed heavy-duty diesel engine. A small transfer or supply pump delivers low-pressure fuel to the injection pump housing for operation. The injection pump is timed to the engine gear train. In addition, the injection pump functions to pressurize, meter, and atomize the fuel for combustion.

Fig. 103: Inline fuel circuit

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____________________________________________________ Maintenance Distributor pump systems The distributor pump system basic concept is shown in the illustration (Fig. 104). The pump is so named because it works something like an ignition distributor in a gasoline engine, in that a spinning internal rotor distributes the fuel. They can deliver, as well as producing lower injection pressures than in a Individual Jerk Pump system. The distributor pump is used extensively on smaller-displacement high-speed automotive and diesel engines. This figure illustrates a typical distributor pump fuel injection system for a V8 diesel engine. In this system a fuel lift pump delivers fuel at low pressures between 3 and 5 psi (21 to 34 kPa) to a vane pump housed within the end of the injection pump housing.

The vane pump produces fuel supply pressures to the pumping chamber between 90 and 130 psi (621 to 896 kPa).

This system uses two fuel filters: a primary filter located between the tank and a transfer pump, and a secondary fuel filter located after the transfer pump which removes all impurities from the diesel fuel before it enters the injection pump, or the unit injectors in a low-pressure fuel system or to the injector nozzles on a high-pressure injection system.

Fig. 104: Typical distributor pump

Cummins PT fuel system The PT (pressure-time) fuel system is unique to Cummins engines (Fig. 105). This system uses a gear-type fuel supply pump along with a governor plunged and operator controlled throttle to distribute fuel to the individual injectors. The speed of the diesel engine determines the pump pressure curve and the available time during which the injector can meter the fuel required for injection.

Fig. 105: Cummins PT fuel system

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Maintenance ____________________________________________________ Unit injectors The unit injector system (Fig. 106) has been used by Detroit Diesel Corporation (DDC) since the late 1930's when they first released their two-stroke cycle diesel engine models. A unit injector fuel system combines the pump and nozzle in a single body. The fuel is supplied to each DDC injector at between 50 and 70 psi (345 to 483 kPa) by a gear fuel pump; a common inlet manifold feeds all injectors simultaneously. The unit injector times, atomizes, meters, and pressurizes the fuel for combustion. Fuel is used for cooling and lubrication purposes and flows through a common return manifold which has a restricted fitting at the outlet to maintain system pressure.

Excess fuel flows back to the fuel tank.

Fig. 106: Unit injector system circuit Fuel pipes

Fuel injector

Restricted tee

Check valve

Fuel pump Fuel filter

Fuel strainer

Fuel tank

Electronically controlled fuel injection systems Electronically controlled unit injector fuel systems (Fig. 107) are now widely used by many of today’s engine manufacturers. Detroit Diesel, Caterpillar, Cummins, Volvo, and Deutz all offer these advanced control systems. The injector pumping plunger is activated mechanically by a rocker arm or by the camshaft directly depending on the manufacturer - all except for the HEUI (hydraulically actuated electronic unit injection) system (pronounced "Hughie"). No rocker arm is necessary in this system as high-pressure oil is used to activate the injector pumping plunger. Both Caterpillar and Navistar International are currently using the HEUI system in a number of their engines.

Fig. 107: Unit injector system

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____________________________________________________ Maintenance Fuel injection system recommendations ■

The fuel injection system is the most complex of all engine systems to maintain. The components are precision engineered with extremely close tolerances. For this reason the basics of maintenance and especially cleanliness are the most important considerations here.

■

Check the primary fuel pressure on a scheduled basis. The entire fuel injection system relies on primary pressure for supply and lubrication as well as some cooling functions.

■

Examine the filters that are being used and the criteria used for selecting them. Price is absolutely NOT the criteria by which filters should be selected for underground diesel engines. Performance and protection are all that matters here. Filters should be OEM (Original Equipment Manufacturers) whenever possible and should not pass particles larger than 5 microns. There should also be a guarantee that they will not permit the passage of water.

■

Verify the proper operation of the air/fuel ratio.

■

Inspect the fuel lines for proper size, condition and length. Fuel lines should be replaced when required but NEVER repaired.

■

Inspect the system for correct match of engine to pump, injectors, lines, etc. Often parts are replaced that are incorrectly matched with the original equipment.

■

Fuel temperature should be checked regularly to make sure that it is not becoming overheated. This must be done with the vehicle at maximum operating temperature after several hours of continuous operation. The temperature of the fuel in the tanks should never exceed 60°C.

■

Use a filtered vent on the fuel tank. An open vent draws dirt continuously while the engine is drawing fuel. This puts unnecessary reliance on the fuel filters to catch this dirt. The tank breather element should be finer than 5 microns.

■

As part of the scheduled maintenance the mechanic should check for air in the fuel in the form of champagne bubbles. Using a plastic hose in-line on the return side of the fuel system can do this. Air bubbles cause problems with injection pressures.

■

Adjustments and/or replacements of any component such as injectors or pumps should be done only after the need to do so has been verified by testing engine performance and emissions. A systematic diagnostic approach must be taken before any fuel injection component is adjusted or changed. Failure to do so often leads to worse performance than the original condition. A good example of this would be the pop testing of mechanical injectors. Suspicion of an injector problem does not warrant replacement. Testing for chatter, spray pattern, holding and opening pressure, and leaking verifies the need for replacement.

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Maintenance ____________________________________________________ Job aid checklist for fuel systems: The fuel injection system on a diesel engine is equipped with either mechanical unit pump injectors or EUI injector pumps that are actuated off of the camshaft or in the case of Deutz engines, a separate injector for each pumping unit. The unit pumps high-pressure fuel to the combustion chambers or the cylinder head. The only regular service points on this system are to verify RPM settings, pressure test the nozzles if applicable, and setting the intake and exhaust valves at the same time while the valve covers are removed.

Checkpoints: ■

Hi and Lo idle RPM settings

■

Fuel pressure and temperature (If Applicable)

■

Injector setting and calibration (If Applicable)

■

Pressure (pop) test injector nozzles (If Applicable)

■

Intake and exhaust valves

■

Fuel filter and water separator

NOTICE! Use a copy of the Job Aid Checklist at the end of this manual to record measurements and procedures.

Fig. 108: Mechanic servicing a fuel system

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____________________________________________________ Maintenance Cooling system Cooling system recommendations Engine cooling systems are relatively basic in design and function, but are often neglected when it comes to routine maintenance. Scheduled maintenance programs should incorporate more checkpoints for engine cooling systems especially when it comes to cleaning. Dirt is the primary concern in keeping an engine cooling system running properly at a consistent temperature.

■

Have a specified interval for cleaning radiators. This would depend on the location of the equipment, but at the very least should be performed at the regular service intervals recommended by the engine manufacturer. This should be incorporated into the operator's education and included in his job description.

■

A one-inch water hose and a good commercial degreaser tend to work much better than a steam jenny or pressure washer.

■

Use a light to verify that a radiator is cleaned completely through the core.

■

Instrument the engine to measure differential temperature across the radiator. This gives an accurate indication of the performance of the cooling system. Measure the temperature across the inlet and outlet of the rad while performing a stall test. The temperature should show a drop of 10 degrees "F" or more.

■

Thermostats should be checked on a regular basis to verify proper operation. Use the infrared heat gun to measure the temperature at which the thermostat opens. Point the gun at the thermostat housing and load the engine. When the thermostat opens you will experience a quick temperature rise.

■

Pressure test the cooling system on a scheduled basis and verify the correct mixture for engine coolant.

■

Verify that the coolant storage system is clean and mixing is being done consistently and carefully.

■

Deutz air-cooled engines MUST be cleaned at every scheduled maintenance interval. It is best to use a degreaser when doing this.

■

On Deutz 413 series engines, blower speed should be checked regularly for possible slippage as this is driven by oil pressure.

■

Deutz engine oil coolers should also be cleaned regularly and checked with a light to verify.

■

On all Deutz engines verify that all gauge and alarm sensor wires are connected and in proper operating condition. Check for proper match of gauges to sensors.

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Maintenance ____________________________________________________ Cooling system maintenance Daily maintenance performed by the operator: ■

Check the coolant level in the top tank or header tank.

■

Check and clean radiator core as necessary.

Monthly maintenance performed by the mechanic: ■

Check the condition and tension of fan belts; adjust and replace as necessary.

■

Check condition of inhibitors.

■

Check coolant for proper freeze protection.

■

Check the condition of gasket in radiator cap.

Yearly maintenance performed by the mechanic: ■

Clean the cooling system relief valve.

■

Drain, flush and clean complete cooling system. Replace with new coolant mixture.

■

Check the condition of all hoses and clamps; tighten and replace as necessary.

Coolant mixture Water alone must NOT be used in a diesel cooling system. Both distilled and softened water are excessively corrosive and lack the proper heat transfer properties as well as freeze protection. It is important to have a consistent and accurate method of mixing coolant for proper protection.

The use of ethylene glycol type antifreeze solutions is highly recommended for coolant mixtures. A procedure for premixing and storage of coolant should be used. The solution should be mixed at a level to provide protection that exceeds the system requirements.

Conditioners and inhibitors Conditioners such as Nalcool 3000 should be used on a scheduled basis. These products reduce the risk of rust and pitting to the cylinder liners, block and head. They also reduce the buildup of scale and deposits in the cooling system. Most conditioners will provide protection for seals, hoses, gaskets, and metal materials in the cooling system.

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____________________________________________________ Maintenance Cleaning and flushing The cooling system should be flushed and cleaned at least once a year and also whenever engine repairs dictate. An example of this would be a leaking oil cooler which resulted in oil contamination in the coolant. A simple dishwasher detergent mixed with water works very well in flushing the cooling system. Repeated flushes may be necessary to remove all dirt and oil contaminants from the system. It is very important to make sure that the system is completely cleaned before adding new coolant and conditioners.

Troubleshooting The first steps in diagnosing an overheating condition are all visual checks. The easiest and most obvious checks are : ■

Low coolant level

■

Loss of coolant - external or internal leaks

■

Clogged radiator - check using a light

■

Low fan speed - check using a tach

■

Fan condition and installation (pushing or pulling)

■

Radiator cap seal

If visual diagnostics fail to solve the problem there are some basic tests that can be performed to isolate individual cooling system components.

Thermostats The thermostats can be tested either in or out of the engine. To test the thermostat without removing it, measure the temperatures at both the top tank and stat housing. Observe the level and flow of coolant in the top tank and temperatures as the stat begins to open and circulate coolant through the radiator. This test is only accurate with engines using no more than one thermostat.

A more accurate test method is to remove the thermostat and suspend it in a metal container of water. Using an acetylene torch and thermometer heat the water in the container and observe the opening temperature compared to the plug in the stat. It is important to note that an engine should NOT be run without the thermostats installed. Coolant does not flow properly through the radiator without the thermostat and results in increased overheating.

Aeration in coolant The most common cause of aeration is combustion leaking into the coolant. The best way to test for this is to tap a hose from the radiator cap relief valve into a container of water. Bring the engine to full operating temperature and check for steady bubbles coming out of the end of the hose. Sources of combustion in the coolant can be leaking head gaskets, loose head, defective seal, etc.

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Maintenance ____________________________________________________ Radiator cap relief valve Cooling system pressure can be tested either with a hand pressure pump tool or air regulator and pressure gauge. Pressurize the system to a level just below relief pressure and observe how the system holds pressure.

Rapid leak down indicates either an external/internal leak or leaking relief valve. Pressurize the system higher to determine the relief opening pressure for proper setting.

Temperature probe A portable infrared temperature probe (Fig. 109) is used by mechanics specifically for diagnosing cooling systems. This is a simple hand-held instrument that measures surface temperature with a simple point and shoot operation. An LCD display on the instrument updates the value instantly or is capable of logging the value to memory. This is particularly effective in demonstrating and diagnosing cooling systems.

In seconds the efficiency of a radiator could be verified by measuring the differential temperature from top to bottom. Thermostat operation was easily verified by pointing at the thermostat housing and observing the temperature transition as the thermostat opened and closed.

Fig. 109: Infra-red heat gun

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____________________________________________________ Maintenance Job aid checklist for cooling system Diesel engines have a cooling system radiator (Fig. 110) mounted to the side or front of the engine. The cooling system should be checked for the following.

Checkpoints ■

Thermostat operation (I.R. temperature gun)

■

Radiator cleanliness and flow through pressure test

■

Test strips for additive/inhibitor condition

■

Fan and belt adjustment and condition

NOTICE! Use a copy of the Job Aid Checklist at the end of this manual to record measurements and procedures.

Fig. 110: Cooling system (radiator)

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Maintenance ____________________________________________________ Diesel fuel and fuel supply systems Introduction Diesel fuels are produced by the distillation of crude oil. The diesel fuel produced has certain characteristics that are modified or controlled during production. The quality of a diesel fuel is determined by physical and chemical properties such as, viscosity, flash point, cetane number, and sulfur content. For industrial operations, it is important to select and use high quality diesel fuels.

Even if the best quality fuel is used, it will become contaminated if not handled and stored properly. Contamination with moisture, rain water leaking into drums, condensation forming inside the fuel tanks, dust and dirt (improper storage in dusty areas), use of contaminated fuel transfer pumps, hoses, tanks, or mixing with other fluids such as lubricants must be prevented.

The fuel systems of most diesel engines are equipped with water separators and two-stage fuel filters. Machine manufacturers add these or other fuel filtering systems to their equipment. Such devices will handle small amounts of contamination, but continued or excessive contamination of the fuel system will result in accelerated wear of the engine and the fuel system components.

Best practice recommendations ■

Use a high quality fuel with high cetane number and low sulfur content.

■

Handle the diesel fuel in such a manner that contamination with dust, dirt, moisture and other fluids is prevented (Fig. 111).

Fig. 111: A fuel handling area

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____________________________________________________ Maintenance Sulfur content The sulfur content in diesel fuel affects engine wear and SOx exhaust emissions. Low sulfur fuels (less than 0.05 %) are most desirable from an engine wear and environmental standpoint.

Sulfur is a non-metallic element present in diesel fuel that will cause combustion chamber deposits and wear on pistons, rings, and cylinders. This contributes to elevated particulate emissions. The use of diesel fuel with a sulfur content as low as possible is desirable.

Cetane number The cetane number is a measure of the ignitability of the fuel. The cetane number affects the ignition delay, which has an effect on engine performance, fuel economy, and emissions.

From a diesel engine standpoint, diesel fuels having a cetane number of 50 or greater should be used for best results. Diesel engines that are run on low cetane fuels will suffer from excessive CO, HC, particulate and smoke emissions, especially at low speed/low load/low temperature operation.

Operating a diesel engine with fuel that has a low cetane value will result in a poor combustion process.

Viscosity The term "viscosity" refers to the measure of the liquidity of the fuel, which affects its ability to vaporize. Viscosity is measured by observing the time required for a specific volume of fluid to flow under steady state conditions through a short tube with a specific size bore. The flow is measured with a viscometer.

The viscosity of fuel oil is measured at 77oF and at 12oF. Viscosity of diesel fuel affects the pattern of spray in the combustion chamber. A low viscosity fuel produces a finer mist, which is desirable.

Flashpoint The term "flashpoint" refers to the temperature of the fuel at which the vapors it produces ignite when a flame is exposed over the surface of the liquid fuel. The flashpoint of diesel fuel is 100° F for 1-D ,and 125 for 2-D fuel. o

Most manufacturers recommend the use of 1-D diesel fuel for their diesel engines.

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Maintenance ____________________________________________________ Fuel quality and handling recommendations An education and awareness program for fuel handling can be easily implemented at any mine. It is important that responsibilities be delegated to ensure that this basic area is consistently kept clean and orderly to reduce the possibility of fire and contamination.

■

Always use high quality low sulfur fuel less than 0.05% (500 ppm) by volume. The fuel should be tested regularly for quality assurance.

■

Put together a team responsible for efficient identification, transportation, and handling of fuel to minimize the chance of the fuel becoming contaminated with water and dirt. This would involve everyone from supplier, service and shaft crews, to operators and mechanics. Responsibilities should be assigned to specific groups and a scheduled program put into place to ensure that it is carried out.

■

Bulk storage tanks should be serviced regularly to make sure they are kept clean and dirt-free.

■

Cubes that are used for transporting and storing fuel should be cleaned and serviced on a scheduled basis.

■

Vehicle storage tanks should also be equipped with filtered vents and water separators. The fuel tanks should be equipped with a quick connect fill system to prevent dirt from entering the system, or should be equipped

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____________________________________________________ Maintenance Lubrication Lubrication recommendations Engine lubrication requires more attention to handling than most people give it. It is not merely a matter of topping up oil levels or replacing oil and filters. Mechanics and operators both need to recognize lubrication as an important factor in engine maintenance. Maintaining a proper oil level in the crankcase is essential to minimizing emissions. The practice of overfilling a crankcase at the start of a shift to compensate for leaks or oil consumption creates more problems than it solves, especially with respect to emissions. While low level problems will obviously cause wear and eventual failure problems, overfilled oil will cause problems with excessive emissions.

■

As with the fuel filters, price should not determine which engine oil filters are purchased. Whenever possible OEM filters should be purchased for each type of engine.

■

Inspect and evaluate the system for selection, storage, handling and dispersing of lube oils, from the bulk storage system right through to the use of portable containers in the field. Fill cans and nozzles should be checked regularly for cleanliness.

■

Evaluate the system in place for monitoring oil contamination.

Ensure that the information from the oil is being used effectively by the right people. Periodically the oils should be checked for reserve alkalinity and soot level to verify the interval baseline.

■

When possible install warning systems for engine oil lube temperature. Excessively high temperatures have a direct negative effect on lubricity and viscosity.

■

Educate both operators and mechanics on the importance of maintaining and verifying CORRECT ENGINE OIL LEVELS in engines. Operators should be checking the oil at the beginning of their shift. Mechanics should ensure that the right dipstick is in use on each piece of equipment on their beat.

■

Oil and fuel filters should NOT be pre-filled on a workbench before installation due to the possibility of unnecessary contamination.

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Maintenance ____________________________________________________ Lubrication classification Engine lube oils and their classifications are often disregarded or misunderstood. For mining diesels, only the oil meeting the engine manufacturer’s specified API classification should be used. Failure to do so could result in violation of the CANMET or MSHA certification as well as engine warranty.

As technology advances, many new lubrication products become available, often for specialized applications. The American Petroleum Institute (API) has had a classification system in place since 1970 as a recognized standard for matching lubricants to proper applications.

■

"S" or "Service is the classification for gasoline engines

■

"C" or "Commercial" is the classification for diesel engines

■

The second letter in the classification designates the time frame

■

SA Formerly Utility Gasoline and Engine Service Pre - 1930s

■

SB Minimum Gasoline Engine Service 1930

■

SC Gasoline Engine Warranty Maintenance Service 1964 - 1967

■

SD Gasoline Engine Warranty Maintenance Service 1968 - 1971

■

SE Gasoline Engine Warranty Maintenance Service 1972 - 1980

■

SF Gasoline Engine Warranty Maintenance Service 1980 - 1988

■

SG Gasoline Engine Warranty Maintenance Service 1989 - 1993

■

SH Gasoline Engine Warranty Maintenance Service 1994 - 1997

■

SJ Gasoline Engine Warranty Maintenance Service 1998 - Present

■

CA Light to moderate duty, high quality fuels MIL-L-2104A; 1954

■

CB Light to moderate duty, lower quality fuels 1955 - 1963; high sulfur fuel

■

CC Moderate to severe duty diesel and gasoline MIL-L-2104B; 1964

■

CD Severe Duty Diesel Cat certification req's 1955

■

CD-2 Severe duty 2-stroke engine service Detroit Diesel 2-stroke and Cat 4-stroke (obsolete)

■

CE Severe duty diesel service Cat / Mack / Cummins 1983 and high speed operation prior to 1980

■

CF-4 Severe duty direct injected diesel service Direct injection 4stroke engines in high speed operation prior to 1990

■

CG-4 Severe duty diesel engine service High speed, 4-stroke engines since 1995

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____________________________________________________ Maintenance Combined service applications ■

Used to distinguish the oil as suitable for any engine application (diesel or gasoline) that requires a high level of oxidation stability, better control over sludge, deposits, and acid formation.

■

The most recent combined classification is: API SJ / CH-4

■

These oils are formulated to provide engine protection under the most severe conditions.

Lubrication system checks Maintaining a proper oil level in the crankcase is essential to minimizing emissions (Fig. 112). The practice of overfilling a crankcase at the start of a shift to compensate for leaks or oil consumption creates more problems than it solves, especially with respect to emissions. While low level problems will obviously cause wear and eventual failure problems, overfilled oil will cause problems with excessive emissions.

This issue is more of an educational practice that mechanics are encouraged to follow up on with operators.

Some engine manufacturers recommend only the use of premium multigrade oil (15-40).

Fig. 112: Mechanic checking oil level

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Maintenance ____________________________________________________ Conclusion This section provides the steps required to implement a conditionbased approach to diesel engines maintenance rather than the traditional time-based maintenance practiced by many industries today. A condition-based approach to servicing, repairing, and maintaining diesel -powered equipment is cost effective and improves diesel emissions.

Traditional engine maintenance based on a timeline or preventative maintenance programs that change diesel engine components is not cost effective and fails to properly reduce diesel emissions. An equipment condition approach to maintenance will not only reduce operating costs, but will extend operating time on the equipment. Maintenance will only need to be done when there is evidence of a deteriorating engine condition indicated by a steady increase in the monitored engine emissions.

The research study used as a basis for the preparation of this section showed, for example, that changing injectors based solely on a timeline program did not make a measurable difference in the emissions on a DDEC series 60 engine. Had emissions been documented on a regular basis, as suggested in this section, it would have been apparent that the injectors did not need replacement. The parts cost of replacing a set of injectors on a DDCE six-cylinder 60 series is very expensive. Adding to this, labor and down time costs for unnecessary repairs will easily justify the implementation of the maintenance approach as described in this section.

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____________________________________________________ Maintenance

Employee Name: ________________________________________ Date: __________________________________________________ Equipment Type: ________________________________________

Intake System Checks

Left Bank

Right Bank

Left Bank

Right Bank

OK

Needs Adj

OK

Needs Adj

Filter Indicator Operation Measure Restriction Pressure Test Intake System

Exhaust System Checks Check Backpressure Before Purifier Inspect for Leaks Check Jake Brake Operation

Engine System Checks High RPM Low Idle Fuel Pressure Low Idle Fuel Pressure High Idle Intake & Exhaust Valve Adjustment Fuel Filters Drain Water Separator Fuel Temperature

Cooling System Coolant Level Radiator Clean (External) Belt Tension Coolant Condition Rad Cap Condition

_________________________________________________________________ A6474X253 REV 07 5.131

Maintenance ____________________________________________________

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___________________________________________ Adjustment procedures Instructions on the adjustment procedures It is essential that adjustments be made periodically, as otherwise damage can be caused to other parts of the machine. Inspect the adjustments at regular intervals.

WARNING! Failure to follow applicable guidelines described in Chapter 2, "Your Safety" before performing maintenance or service on this machine could result in severe personal injury or potential death.

Main relief - primary (main implement) pump section The relief valve (Fig. 113) is in line with the outlet port of the primary pump section and is to be set at a maximum of 2550 psi. To test the setting, retract one of the lifting functions to full travel and note the system pressure achieved at the gauge in the operator's compartment. When adjustment is necessary, you must first remove the protective hex cap from the adjustment stem of the cartridge and then loosen the jam nut (ccw) that holds the adjustment stem in place. To decrease the setting, turn the adjustment stem out (ccw) with a hex key, in incremental (1/4, 1/2 or full turn) steps, testing alternately until the proper setting is achieved. To increase the setting, repeat the above procedure by turning the adjustment stem in (cw). Once the proper setting is achieved, hold the adjustment stem in position with a hex key and tighten the jam nut (cw). Replace the protective hex cap to protect the threads of the adjustment stem.

Fig. 113: Main relief - primary (main implement) pump section adjustment

Main relief (Primary pump section)

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Adjustment procedures ___________________________________________ Main relief – accumulator pump section This relief valve (Fig. 114) is in line with the outlet port of the secondary pump section and is to be set at a maximum of 2,550 psi. Adjustments to this relief will require that the unloading valve setting be maximized (see Unloading valve in this chapter for details), or otherwise insure that isolation of the relief from the rest of that circuit is secured before an accurate setting can be achieved. In either case, once the valve circuit has been isolated remove the protective hex cap from the adjustment stem of the cartridge and loosen the jam nut (ccw) that holds the adjustment stem in place. Before starting the machine, the adjustment stem of this relief must be turned out significantly (ccw) to minimize the initial start-up pressure the pump will generate. Also, a test gauge should be connected to one of the gauge ports provided on the valve body. Once preparation is complete, start the machine and while noting the pressure on the test gauge, turn the adjustment stem in (cw) until the desired setting is reached. At that point, snug the jam nut back down and shut the machine off. Remove the test gauge and re-secure it’s connection point, then re-install the protective hex cap onto the adjustment stem to protect it from damage. If the unloading valve setting was maximized to achieve this adjustment, it must now be backed out significantly (ccw) to establish an initial upper limit that will be lower than 2,550 psi before proceeding, or otherwise reconnect the circuit to it’s original configuration before returning the machine to normal service.

Fig. 114: Main relief - accumulator pump section Main relief (Accumulator pump section)

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___________________________________________ Adjustment procedures Unloading valve The unloading valve (Fig. 115) is located next to the main pressure filter, fitted inside the component bay of the front frame, directly opposite the operator’s compartment. The recharge “low limit” pressure that should be noted during normal operation is around 1,800 psi.

WARNING! If the “low limit” falls below 1,700 psi (Designed operating pressure of brake system), adjustment or replacement of the valve is necessary to insure that undue brake drag is prevented and performance of the brake system is optimally maintained.

Adjustment of this valve is achieved via a hex head adjustment screw near the top of the valve assembly once it’s jam nut has been loosened (ccw). The adjustment process with this valve should be initiated by minimizing the valve setting and bleeding any stored pressure off the accumulator’s by cycling a machine function, such as the brake pedal, so the unloading valve will be positioned to charge the accumulator’s once the pump is started. After the machine is started, note the accumulator pressure achieved on the gauge in the operator’s compartment and then make 1/4, 1/2 or full turn increments of the adjustment screw.

If the adjustment made fails to cause the unloading valve to cycle, simply cycle the brake pedal to bleed the pressure off the system, causing it to recharge and note the gauge pressure again. Cycle the brake pedal several times also to insure that the “low limit” of the valve is repeatable at a level higher than 1,700 psi. To increase the setting of this valve, the adjustment screw must be turned in (cw) and to decrease it’s setting the adjustment screw must be turned out (ccw).

NOTICE! The maximum adjustment of this valve is 3,000 psi, which cannot be achieved unless the main relief for the accumulator circuit is set higher than this. Prolonged operation of the pump motor under such a load (valve doesn’t shift to unloaded condition) will severely damage the pump and/or pump motor. This valve positively diverts all the output flow of this pump section to the accumulator’s, until they reach their designed limit and then it will “unload” the pump, allowing full output flow to pass through the valve in an unrestricted fashion.

Fig. 115: Unloading valve adjustment

Unloader valve adjustment screw

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Adjustment procedures ___________________________________________ Relief valve – brake cooling manifold This machine is fitted with a brake cooling manifold (Fig. 116) which distributes equal portions of oil to each of the axle mounted brakes and is situated under the top covers of the intermediate frame, beside the pilot filter. It receives oil from the outlet port of the unloading valve and has one centrally located relief for the combined protection of the brake cooling circuit. Combined system pressure of this circuit shall not exceed 50 psi and although this is set at the factory, may be checked or adjusted by isolating (capping) all of the distribution line connections and the installation of a test gauge at the “P” inlet port of the manifold.

Once this is achieved, start the machine and note the test gauge pressure. If the pressure exceeds 50 psi, loosen the jam nut located on the adjustment stem (ccw) and turn the adjustment screw out (ccw) with a hex key until the correct pressure is achieved. If the pressure is too low, turn the adjustment stem in until the correct pressure is achieved and then snug the jam nut back down. Remove the test gauge and reconnect the distribution lines before returning the machine to service.

Fig. 116: Relief valve - brake cooling manifold adjustment Relief valve (Brake cooling manifold)

________________________________________________________________ 5.136 SU488 DN Scoop

___________________________________________ Adjustment procedures Pressure reducing valve – HRC pilot control circuit To insure dependable service of the HRC pilot controls fitted to this machine, an auxiliary pressure reducing valve is rigid coupled to the outlet port of a dedicated pilot filter (Fig. 117) located under the top cover of the component bay in the front frame of the machine, directly opposite the operator’s compartment. This circuit is monitored by a panel mounted gauge in the operator’s compartment or may be checked from a pigtail connection found on a distribution manifold behind the hinged panel to the right of the operator’s seat. The proper setting of this valve is 500 psi and adjustment is achieved by loosening the jam nut of the adjustment stem (ccw) and then turning the adjustment stem in (cw) or out (ccw) with a hex key until the designed setting is achieved. To secure this adjustment, snug the jam nut back down (cw) before returning the machine to normal service.

Fig. 117: Pressure reducing valve - HRC pilot control circuit adjustment

Pressure reducing valve (HRC pilot control circuit)

_________________________________________________________________ A6474X253 REV 07 5.137

Adjustment procedures ___________________________________________

________________________________________________________________ 5.138 SU488 DN Scoop

_________________________________________________ Troubleshooting Troubleshooting procedures The following section lists possible problems encountered when servicing the scoop and can aid in locating and correcting these problems.

Each situation is listed in a trouble-cause-remedy format.

For machine wiring diagrams and hydraulic and electrical schematics, please consult the parts manual that shipped with your machine.  Use insulated gloves and tools where possible.

WARNING! Never disconnect a hydraulic hose if the circuit is pressurized or there is a load on the circuit. If a hose is disconnected while the cylinder is supporting a load, the load will fall.

NOTICE! A thermostat limits the amount of cooling below a certain coolant temperature, usually around 175° F. If the thermostat is removed, the engine will cool down too far at light load and run dirtier. Diesel engines are normally expected to operate at temperatures of up to 210°F. NOTICE! Over fueling can occur when the maximum fuel injection rate is too high because the fuel rack is improperly set. This is most likely found right after engine repair work has been performed.

Over fueling is not normally observed after the machine has been in service for a while. A 10% increase in the amount of fuel injected can double the carbon monoxide and diesel particulate emissions.

IMPORTANT! Whenever a remedy lists changing the hydraulic oil, all filters must also be changed.

IMPORTANT! Change all hydraulic filters every 100 hours of machine operation.

Specific machine operating conditions may require filters to be changed at a shorter service interval.

________________________________________________________________ A6474X253 REV 07 5.139

Troubleshooting _________________________________________________ General hydraulic system Table 7: General hydraulic troubleshooting Trouble, symptom or cause

Probable cause

dirty oil 

Test, check and/or remedy

Components not properly cleaned after servicing.



Disassemble components and reclean parts.



Air breather left off.



Replace breather.



Hose lines not properly covered when servicing machine.



Keep hose ends protected from contamination while disconnected.

Clean hose lines after servicing.



Filter elements not replaced at proper intervals or when indicated.



Replace elements at proper intervals.

Tank return lines not below fluid level.



Check oil level.



Oil contaminated with incompatible foreign matter.



Drain out oil and replace with clean oil and change filter.



Suction leak to pump aerating oil.



Replace or tighten fittings and lines.

moisture in oil 

Soluble oil solution splashing into poorly sealed tank gasket or fill holes left open.



Drain out and refill with clean oil.

Check fill pipes to see if they are properly closed.



Moisture in cans of used replacement oil.



Replace with new cans of oil.



Extreme temperature differential in certain geographical locations.



Replace with recommended oil for correct temperature range.

Fluid viscosity too high.



Check fluid specifications.



Accumulator dump valve open.



Close dump valve.



Excessive slippage or internal leak-  age past pump or cylinders.



Oil level too low.



Check oil level



Improper air circulation around reservoir.



Check to see if the area around the reservoir is clear.



System relief valve set too high or too low.



Reset the relief valve to specifications.



PC or LS systems: Pump on stroke while at idle. Pump flow should be virtually zero at idle.



Check pump flow. Valve or component could be open in closed center system: close or replace open component.

foaming oil 

overheating of system 

Fluid viscosity too low.

prolonged operation of a function  Sticking selector or other control  Isolate circuits or components at pressures above normal idle valve. and identify fault. conditions

________________________________________________________________ 5.140 SU488 DN Scoop

_________________________________________________ Troubleshooting Table 7: General hydraulic system troubleshooting, continued Trouble, symptom or cause

Probable cause

Test, check and/or remedy

foreign matter sources  in the circuit

Sealing compound (pipe dope, Teflon tape).



Clean or replace seals. Replace filter element and monitor oil cleanliness. Drain and replace oil as necessary.



Tank or component ports left open to atmosphere..



Cap or plug properly. Replace filter element(s) and monitor oil cleanliness. Drain and replace oil as necessary.



Lines left unprotected and dirty, repaired components.



Replace filter elements and monitor oil cleanliness. Drain and replace oil and filters as necessary.



Repair parts not properly protected while stored.



Check and clean parts thoroughly before installation. Replace filter elements and monitor oil cleanliness. Drain and replace oil as necessary.

No oil or low oil in tank.



Check oil level.

Defective or worn pump (pump doesn’t deliver full flow or pressure).



Check pump pressure and flow.



Defective system relief valve (valve leaking or has low setting so full flow and pressure are not available).



Check relief valve. Replace relief valve if pump pressure and flow have otherwise been verified.



Defective charging/unloading valve.



After confirming pump and system relief performance are OK, minimize charging/unloading valve adjustment, as applicable, with machine running and then reset the valve to it’s correct pressure. If problem persists, replace charging/ unloading valve.

Pump worn or defective and not delivering full flow or pressure.



Check pump pressure and flow.



Relief valve fault.



Check valve cartridge for contamination/adjustment.



Defective charging/unloading valve. 

Minimize charging/unloading valve adjustment, as applicable, with machine running and then reset the valve to it’s correct pressure. If problem persists, replace charging/ unloading valve.

accumulator starts to charge but  doesn’t reach high limit 

accumulator charging time  too long

________________________________________________________________ A6474X253 REV 07 5.141

Troubleshooting _________________________________________________ Table 7: General hydraulic system troubleshooting, continued Trouble, symptom or cause

Probable cause

accumulator fails to start  charging 

Test, check and/or remedy

No oil or low oil level in tank.



Check oil level.

Defective pump or coupling.



Check pump shaft and mating coupling for damage. Replace as required.



Defective relief valve.





Defective charging/unloading valve.

Check relief valve setting and cartridge stem for contamination. Replace as required.



Check charging/unloading valve pressure adjustment. Replace as required



Check gas pre-charge. Refresh the gas pre-charge to design level or replace accumulator.

very rapid cycling of  charging valve

Accumulator gas pre-charge too low or non-existent.



Defective charging/unloading valve. 

Check charging/unloading valve pressure adjustment. Replace as required



Loose/leaking hoses or connections  within the accumulator circuit.

Inspect all branches of the accumulator circuit for loose/leaking connections. Insure that all accumulator dump valves are fully closed for normal operation of the system.

________________________________________________________________ 5.142 SU488 DN Scoop

_________________________________________________ Troubleshooting Brakes Table 8: Brake troubleshooting Trouble, symptom or cause

Probable cause

brakes slow to apply 

Test, check and/or remedy

Defective brakes.



Check brakes for physical wear.



Pedal linkage out of adjustment.



Adjust linkage.



Damaged hydraulic brake lines.



Check lines for pinch points that restrict flow of oil.



Defective brake pedal valve.



Test individual valve performance and replace brake valves as required.

Pedal linkage out of adjustment or binding.



Check for proper adjustment and binding.

brakes won’t release  

Brake release controls not function-  ing properly.



Defective brakes.



Check brake assemblies. Repair/ replace as required.



Defective brake pedal valve.



Test individual valve performance and replace brakevalve (s) as required.

Worn brake linings.



Inspect wear indicators for acceptable compliance.



Pedal linkage out of adjustment.



Adjust linkage.



Brake line mashed.



Check/replace lines.



No gas charge in accumulator.



Check gas charge in accumulator.



Defective brakes.



Repair or replace as required.



Brake valve defective.



Test valves performance and replace valve as required.

insufficient brakes 

brakes will not release  Defective brakes. completely

Inspect brake release solenoid, pilot valves and brake release hand pump. Repair/replace as required.

 Check brakes for correct operation (release pressure).

 Low oil level.

 Check oil level and fill as required.

 Pedal linkage out of adjustment.

 Adjust pedal linkage.

 Air in brakes.

 Bleed brakes.

 Defective brake valve.

 Replace brake valve.

 Brake release controls not func-  Inspect brake release valve, pilot valves and brake release tioning properly. hand pump.

________________________________________________________________ A6474X253 REV 07 5.143

Troubleshooting _________________________________________________ Table 8 (continued): Brakes troubleshooting Trouble, symptom or cause

Probable cause

excessive braking 

Test, check and/or remedy

Brakes not fully releasing.



Check brakes for release operation.



Low or no oil in brake housing sump.



Check brake sump oil level and cooling system operation.



Defective brakes.



Check brake operation and lining wear.



Defective brake valve.



Replace brake valve operation and replace as required.

Pedal linkage out of adjustment/ disconnected..



Adjust pedal linkage/repair as required.



Broken or mashed brake line.



Check lines for breaks or mashed condition.



Defective or worn brakes.



Check brakes lining wear.



Defective brake valve.



Replace brake valve operation and replace as reqired.

Defective brake pedal valve (s)



Replace as required.

no brakes 

excessive accumulator leakage  when brakes are applied

________________________________________________________________ 5.144 SU488 DN Scoop

_________________________________________________ Troubleshooting Hydraulic cylinders Table 9: Hydraulic cylinder troubleshooting Trouble, symptom or cause

Probable cause

cylinder drifts 

Test, check and/or remedy

Piston seal leak.



Repair seals or replace cylinder.



Control cartridge by-passing.



Replace cartridge or cylinder as required.



Other circuit leaks.



Correct leaks.

cylinder fails to move  the load when actuated

Pressure too low.



Check pressure of circuit controls and cylinder to insure designed system pressure is being attained.



Piston seal leak.



Repair seals or replace cylinder.



Piston rod broken at piston end.



Repair as required or replace cylinder.



Contamination in hydraulic system resulting in scored cylinder bore.



Replace cylinder. Check oil change if needed.

erratic or chatter in operation 

Excessive friction due to misalignment and/or side loading.



Inspect cylinder installation for correct operation and/or foreign objects that inhibit the normal operation of the cylinder.

Air in circuit.



Cycle cylinder to full stop positions to purge air.

excessive or rapid piston  seal wear

Excessive system pressure due to over adjustment.



Check and correct pressure adjustment to rated limits.



Excessive friction due to misalignment and/or side loading.



Inspect cylinder installation for correct operation and/or foreign objects that inhibit the normal operation of the cylinder.



cylinder body seal leak  Excessive pressure.  Seal is pinched or extruded.  Seal deterioration (soft or gummy).

piston leaking  Dirt has scored the piston or the rod. piston freezes to tube  Scoring in the piston. packing and gasket leaks  Excessive heat/wear. develop

 Check and correct pressure adjustment to rated limits.  Replace seal or cylinder as required.  Check for fluid contamination.

Flush system and refill with correct fluid. Replace seal or cylinder as required.  Replace cylinder.  Replace cylinder.  Replace seals or cylinder as required.

________________________________________________________________ A6474X253 REV 07 5.145

Troubleshooting _________________________________________________

Hydraulic pump Table 10: Pump troubleshooting Trouble, symptom or cause

Probable cause

pump makes excessive noise 

Test, check and/or remedy

Vacuum leaks in suction line.



Check for leaks in fittings or damaged suction lines.



Vacuum leaks in the pump shaft seal.



Check pump shaft seal for signs of brittleness or damage due to excessive heat. Replace seal as required..



Poor alignment with drive mechanism.



Check pump shaft and motor shaft insert, as well as pilot engagement, for interference.



Incorrect fluid in system.



Check fluid specifications - change if necessary.



System relief settings.



Pressure adjustment too low or cartridge fouled with foreign material. Readjust to correct setting and/ or clean foreign material from cartridge.



Pump cavitation.



Check fluid level and add as necessary. Check for aeration of fluid in reservoir.

Worn or damaged gears and housing.



Replace pump.



Worn or faulty bearing.



Replace pump.



Reverse rotation.



Check pump motor wiring.



Plugged or restricted suction line or  suction strainer.

Clean by removing foreign material blocking oil flow.



Plugged reservoir filter breather.



clean/replace filter breather as required.

seal leak 

Torn or worn seals.



Replace seal.



Gland bearing worn.



Replace pump.



Seal deterioration (soft or gummy).



Check oil specifications for fluid compatibility. Drain oil tank and replace oil as required. Replace seals.



Seal deterioration (hardened or loss  of elasticity).



Seal deterioration (flat spots on I.D.).



Check pump shaft for bearing wear.

Replace seal.



Oil viscosity too low or operating



Replace with recommended oil as

Replace seal.

required. temperature too high. ________________________________________________________________ 5.146 SU488 DN Scoop

_________________________________________________ Troubleshooting Table 10: Pump troubleshooting, continued Trouble, symptom or cause

Probable cause

pump fails to deliver oil 

Test, check and/or remedy

Low oil level in reservoir.



Fill to proper level.



Oil intake hose suction strainer plugged.



Clean or replace strainer.



Air leak in suction line which prevents  priming.

Tighten or replace suction lines.



Pump shaft turning too slowly.



Oil viscosity too high.



Check pump motor and any controls to insure proper speed is attained.



Replace with recommended oil.



Check pump motor wiring.



Replace shaft or broken parts.

Pump damaged due to oil contamina-  tion.

Change pump, drain and replace oil in the reservoir, and replace filter elements.



Wrong shaft rotation.



Pump shaft or parts broken.



oil leakage around pump 

Shaft seal worn.



Replace seals.



Hose connections leaking.



Tighten flange bolts or adaptors and hose connections as required. Replace hoses, adapters, and/or seals as required.



Pump housing bolts loose or improperly torqued.



Tighten bolts to correct torque and/or replace pump if proper performance cannot be achieved.

excessive pump wear 

Contaminated hydraulic oil being circulated through the system.



Drain oil from reservoir and replace it with clan hydraulic oil. Replace filter elements and implement frequent element changes until system cleanliness is achieved.



Oil viscosity too low.



Replace with recommended oil and change filter elements.



Excessive pump loads.



Check relief valve adjustment.

Reset adjustment to correct setting as required.

________________________________________________________________ A6474X253 REV 07 5.147

Troubleshooting _________________________________________________ Table 10: Pump troubleshooting, continued Trouble, symptom or cause

Probable cause

pump parts inside  the housing are broken

Test, check and/or remedy

Seizure due to lack of oil.



Check oil level. Replace parts/ pump as required.



Excessive system pressure above maximum pump rating.



Replace pump and filter elements.

Minimize the relief pressure adjustment before starting the new pump.

Replace relief valve if correct adjustment cannot be attained.



Excessive torque to housing bolts.



Replace pump and filter elements.



Solid matter being drawn in from reservoir and wedged in pump.



Replace pump. Replace filter elements, suction strainer, and suction hoses to insure that foreign material does not damage new pump,

________________________________________________________________ 5.148 SU488 DN Scoop

_________________________________________________ Troubleshooting Valves Table 11: Valve troubleshooting Trouble, symptom or cause

Probable cause

operating pressure  cannot be changed

Test, check and/or remedy

Valve spring broken.



Replace the spring, valve cartridge, or valve assembly as required.

Open valve in the system.



Locate and repair the open valve condition.

valve piston sticks 

Dirt in the system.



Remove the valve and clean it thoroughly; flush the system as necessary. Replace valve as required and replace filter elements.

certain passages are blocked or  pressure fluctuates

Dirt in the system.



Remove the valve and clean it thoroughly; flush the system as necessary. Replace valve as required and replace filter elements.

pressure fluctuates and there is ex-  treme noise in the valve

Air in the system.



Check for leaks and other points that can allow air into the system.

Repair as necessary..



Pressure or volume too high.



Check for correct pressure and/or volume adjustments and reset as required.

valve leaks internally 

Valve piston and body worn.



Replace the valve. Check and replace filter elements as required.

Valve excessively hot.



Check for correct pressure and/or volume adjustments and reset as required.

Dirt in the system.



Remove the valve and clean thoroughly. Flush the system as necessary. Drain and replace the oil in the reservoir. Check and replace all filter elements.



excessive leakage or  sticking pistons occurs 

________________________________________________________________ A6474X253 REV 07 5.149

Troubleshooting _________________________________________________ Power pack troubleshooting The following charts contain information that can be sued to troubleshoot the power pack components. There are some instances where troubleshooting may identify a problem that requires a level of correction that is beyond the scope of this guide. In those instances, the remedy lists calling the manufacturer for assistance. Failure to do so may result in the voiding of your warranty.

WARNING! Attempting to correct certain conditions may void the warranty on your machine, If listed, please contact the manufacturer for assistance.

Table12: Deutz 1013 engine troubleshooting Trouble, symptom or cause

Probable cause

engine fails or  is difficult to start 

Test, check and/or remedy

Not declutched.



Check the clutch.

Below starting limit temperature.



Check temperature.



Engine shutdown lever in stop position (faulty solenoid).



Check the solenoid.



Speed control set to neutral position.



Check and adjust speed control.



Battery defective or discharged.



Check the battery voltage. See Technical Bulletin TS900-110508.



Electric cable connections to starter, electrical system loose or oxidized.



Check electrical cable connections.



Starter defective or pinion does not engage.



Check the starter.



Incorrect valve clearance.



Call the manufacturer.



Leaking injection line.



Check injection line.



Park brake not set.



Set park brake.



Glow plugs defective.



Check/replace glow plugs.



Injector defective.



Call the manufacturer.

Cooling air temperature rise/ hot air recirculation.



Check air temperature.



Incorrect valve clearance.



Call the manufacturer.



Leaking injection line.



Check injection line.



Injector defective.



Call the manufacturer.

engine starts but  runs unevenly or stalls

________________________________________________________________ 5.150 SU488 DN Scoop

_________________________________________________ Troubleshooting Table 12: Engine troubleshooting, continued Trouble, symptom or cause

Probable cause

engine starts but  runs unevenly or stalls, continued

Test, check and/or remedy

Fuel pump.



Check fuel pump drive belt to ensure it is tight. Replace pump if necessary.



Fuel filter/prefilter dirty.



Check, clean or replace filter.



Incorrect engine oil SAE class or quality.



Replace engine oil.



Fuel quality incorrect.



Check/replace fuel.



Air in fuel system.



Check all hose connections to and from fuel tank.



Fuel tank contamination/blockage.



Check tank for debris and/or blocked suction line.



Fuel level.



Check/add fuel.

engine overheats, temperature  monitor gives warning 

Oil level too low.



Top up oil level.

Oil level too high.



Lower oil level.



Dirty air cleaner.



Check/replace air cleaner.



Faulty turbo charger.



Check turbo boost pressure.



Air cleaner service switch/indicator defective.



Check air cleaner service switch/ indicator.



Charge air line leaking.



Check/replace air line.



Coolant pump defective.



Check and clean coolant pump. Replace if necessary.



Coolant heat exchanger dirty.



Check and clean heat exchanger. Replace if necessary.



Cooling fan defective.



Check/clean cooling fan, replace if necessary.



Cooling air temperature rise/ hot air recirculation.



Check air temperature.



Vent pipe blocked (coolant heat exchanger).



Check clean vent pipe.



Injector defective.



Call the manufacturer.



Oil filter defective.



Replace oil filter.



Coolant level low.



Check/top off coolant level in radiator and expansion bottle.

________________________________________________________________ A6474X253 REV 07 5.151

Troubleshooting _________________________________________________ Table 12: Engine troubleshooting, continued Trouble, symptom or cause

Probable cause

Test, check and/or remedy

poor engine performance 

Oil level too high.



Lower oil level.



Dirty air cleaner.



Check/replace air cleaner



LDA defective (leaking line).



Call the manufacturer.



Charge air line leaking.



Check/replace air line.



Charge air cooler contaminated.



Check/clean charge air cooler.



Cooling fan defective.



Check/replace cooling fan.



Incorrect valve clearance.



Call the manufacturer.



Leaking injection line.



Check injection line.



Injector defective.



Call the manufacturer.



Air in fuel system.



Check fuel system



Fuel filter/ prefilter dirty.



Check, clean or replace filter.



Fuel quality not as per Operation manual.



Check and replace fuel.



Turbo failure.



Check turbo boost pressure.



Dirty exhaust filter.



Check/clean/replace per recommendations.



Fuel tank.



Check fuel tank for debris and suction line blockage.



Radiator blocked off.



Check radiator for proper air circulation. Clean as necessary.

Split or loose V-belt (belt-driven fuel pump).



Check cooling fan or V-belt.



Leaking injection line.



Check injection line.



Injector defective.



Call the manufacturer.



Air in fuel system.



Check fuel system.



Fuel filter/ prefilter dirty.



Check, clean or replace filter.

Oil level too low.



Top off oil level.

Excessive engine tilting.



Machine located on excessive grade (incline).

Incorrect engine oil SAE class or quality



Replace engine oil.

engine not firing on  all cylinders

engine has little or  no oil pressure  

________________________________________________________________ 5.152 SU488 DN Scoop

_________________________________________________ Troubleshooting Table 12: Engine troubleshooting, continued Trouble, symptom or cause

Probable cause

excessive engine  oil consumption 

Test, check and/or remedy

Oil level too high.



Lower oil level.

Excessive engine tilting.



Machine located on excessive grade (incline).

Incorrect engine oil SAE class or quality



Replace engine oil.

Oil level too high.



Lower oil level



Excessive engine tilting.



Machine located on excessive grade (incline).



Defective header gasket.



Call the manufacturer.

Below starting limit temperature.



Check temperature.



Incorrect valve clearance.



Call the manufacturer.



Coolant in exhaust.



Check exhaust coolant manifolds (where applicable).



Glow plugs defective.



Check/replace glow plugs.



Injector defective.



Call the manufacturer.



Fuel quality not as per Operation Manual.



Check/replace fuel.

Dirty air cleaner/ faulty turbocharger.



Check/replace air cleaner/ turbo charger.



Air cleaner service switch/indicator defective.



Check air cleaner service switch/ indicator.



LDA defective (leaking line).



Call the manufacturer.



Charge air line leaking.



Check/replace air line. Note that if governor is set correctly, you will have low power.



Charge air cooler contaminated.



Check/clean charge air cooler.



Incorrect valve clearance.



Call the manufacturer.



Injector defective.



Call the manufacturer.

 engine smokes- blue smoke 

engine smokes- white smoke 

engine smokes- black smoke 

________________________________________________________________ A6474X253 REV 07 5.153

Troubleshooting _________________________________________________ Converter IMPORTANT! Make all checks with the converter outlet temperature at least 180 - 200° F (82 - 94° C).

Table 13: Converter troubleshooting Trouble, symptom or cause

Probable cause

low converter OUT pressure  (below 25 psi (172.4 kPa) with engine at 2,000 rpm - NO LOAD) 

Test, check and/or remedy

Worn oil sealing and o-rings.



Call the manufacturer.

Worn oil pump.



Replace pump.

Safety valve stays open.



Clean and check valve spring and valve.

Low oil level.



Fill to proper level.



Suction line connections taking air.



Check/tighten oil line connections.



Worn oil pump.



Replace pump.

high converter OUT pressure  (above 70 psi (482.6 kPa) with engine at 2,000 rpm - NO LOAD)

Oil cooler or oil lines restricted.



Check oil cooler line and oil cooler for restrictions. Clean or replace



Oil too heavy (wrong viscosity).



Check oil and replace if necessary.



Cold oil.



Converter pressure in cold weather will vary. As soon as converter gets hot, pressure should drop.

Worn oil sealing and o-rings.



Call the manufacturer.



Worn oil pump.



Replace pump.



Safety valve stays open.



Clean/check valve spring and valve.



Low oil level.



Fill to proper level.



Suction line connections taking air.



Check oil line connections and tighten securely.



Oil cooler or oil cooler lines restricted causing safety valve to stay open.



Clean and check oil cooler and oil cooler lines. Replace if necessary



Converter drain line to transmission or oil sump not properly installed.



Install at lowest drain opening in converter housing. Line must maintain constant gradual drop to oil sump for gravity drain.

 suction line taking air 

overheating 

________________________________________________________________ 5.154 SU488 DN Scoop

_________________________________________________ Troubleshooting Table 13 (continued): Converter troubleshooting Trouble, symptom or cause

Probable cause

noisy converter 

Test, check and/or remedy

Worn coupling gear.



Replace coupling gear.



Worn oil pump.



Replace oil pump.



Damaged bearing.



A complete teardown will be necessary to determine this. Call the manufacturer.



Worn drive gears.



Replace drive gears.

Transmission malfunction.



Close pressure line to transmission control valve. If clutch pressure returns to normal, trouble is in transmission.



Worn oil pump.



Replace oil pump.



Regulator valve stuck open.



Clean and check valve for worn or dirty parts, replace if necessary.

high clutch pressure 

Regulator valve stuck closed.



Clean and check valve for worn or dirty parts, replace if necessary.

Improper engine function.



Call the manufacturer.



Engine stall speed below normal.



Adjust high and low idle to specifications.



Low converter out pressure.



See “low converter OUT pressure”.



Air in the oil..



See “suction line taking air”.



Incorrect oil.



Replace with correct oil.

O-ring between impeller cover and impeller damaged.



Replace o-ring.



Oil baffle o-ring damaged.



Replace o-ring.



Oil baffle oil seal damaged.



Replace oil seal.

low clutch pressure 

lack of power 

oil in engine flywheel housing 

________________________________________________________________ A6474X253 REV 07 5.155

Troubleshooting _________________________________________________ Transmission Table 14: Transmission troubleshooting Trouble, symptom or cause

Probable cause

low clutch pressure 

Test, check and/or remedy

Low oil level.



Fill to proper level.



Clutch pressure regulating valve spool stuck open.



Clean valve spool and housing.



Faulty charging pump.



Replace pump.



Broken or worn clutch shaft or piston sealing rings.



Replace sealing rings.



Clutch piston bleed valve stuck open.



Clean bleed valves thoroughly.

Low oil level.



Fill to proper level.

Suction screen plugged.



Clean suction screen.



Air leaks at pump intake hose and connections or collapsed hose.



Tighten all connections or replace hose if necessary.



Defective oil pump.



Replace pump.

Worn oil sealing rings.



Remove, disassemble, and rebuild converter assembly.



Worn oil pump.



Replace oil pump.



Low oil level.



Fill to proper level.



Pump suction line taking air (R-32000 only).



Check oil line connections and tighten securely.

Worn coupling gear.



Replace coupling gear.



Worn oil pump.



Replace oil pump.



Worn or damaged bearings.



A complete disassembly will be necessary to determine what bearing is faulty. Call the manufacturer.

Low engine RPM at converter stall



Call the manufacturer.

See “overheating” .



See “overheating”.

low converter charging  pump output 

overheating 

noisy converter 

lack of power  

________________________________________________________________ 5.156 SU488 DN Scoop

_________________________________________________ Troubleshooting Fuel Injector Table 15: Fuel Injector troubleshooting Trouble, symptom or cause

Probable cause

Test, check and/or remedy

injector fails 

Water in fuel or other contamination.



Call the manufacturer.

loss of power 

Defective injector.



Call the manufacturer.

Increase of hydrocarbons and car-  bon monoxide due to poor combustion.

Call the manufacturer.

increased smell 

________________________________________________________________ A6474X253 REV 07 5.157

Troubleshooting _________________________________________________ Leaking intake system Dust and coal particles may be ingested into the intake system. This process is referred to as “dusting” and may destroy an engine in as little as a single shift. The impact on emissions is due to the damage of components, which in turn cause excessive blowby of oil and low engine compression

Air intake system restriction and fuel flow The engine is designed to have unrestricted airflow into the engine.

Fuel flow is adjusted according to the available air. Any significant additional restriction on the intake system upsets this balance, causing over fuelling and excessive harmful emissions.

Catalyst failure The catalyst is designed to last the duration of the engine and contains no wear parts. Catalyst failure may be caused by: ■

excessive idling of the vehicle,

■

contaminated fuel, or

■

unauthorized aftermarket fuel additives.

Since the catalyst performance is checked continuously while in operation by monitoring the back pressure, any failure should be detected promptly.

Exhaust particulate filter failure Some causes of exhaust particulate filter failure are: ■

improper installation of the particulate filter element,

■

missing particulate filter element, or

■

filter element damaged during shipping or handling.

Exhaust particulate filter failure will result in an significant increase of hydrocarbon and diesel particulate emissions. The first indication of a leaking or otherwise damaged exhaust particulate filter is soot deposit downstream of the filter.

________________________________________________________________ 5.158 SU488 DN Scoop

_________________________________________________ Troubleshooting Electrical troubleshooting This section contains information that can be used to troubleshoot the LOFA EP 250 controller. For machine wiring diagrams and schematics, please consult the parts manual that shipped with your machine.

LEDs and gauges ■

Turning the control system key to the run position starts a self test which causes all LEDs to illuminate once, activates the alarm output for one second, and enables the fuel run/stop solenoid output.

After the self test, the LEDs indicate the state of the inputs they monitor. The battery charge and oil pressure LEDs are normally on during preheat and will turn off after start-up. If these LEDs are not illuminated at this time, it may indicate the inputs are not properly connected.

■

The preheat LED is illuminated when the key switch is turned to the run position. Preheat time varies depending on atmospheric conditions. After waiting for the preheat LED to extinguish, the engine is cranked by turning and holding the key switch in the start position until the engine starts. The key switch is spring loaded and will automatically return to the run position when released.

■

If the engine is not started within 10 seconds of turning on the system, the fuel run/stop solenoid output is turned off to prevent battery discharge when the key switch is left in the run position. The fuel run/stop solenoid output is turned off after 10 seconds even if pre-heating. As soon as the key switch is turned to the start position, the solenoid output is enabled. The afterglow cycle begins when the key switch returns tot the run position.

■

Control system instrument power, including the hour meter and the voltmeter, is provided by the fuel run/stop solenoid output. If the instruments do not power up when the key is turned to the run position, there is a problem with the solenoid circuit.

■

After the engine starts, the control system electronics ignore all shutdown conditions for the first 10 seconds. This delay eliminates the requirement of holding a bypass override button during starting and allows the system conditions, such as oil pressure, to normalize.

■

To prevent unintentional engine shutdowns caused by intermittent conditions (i.e. pressure spikes, coolant movement, etc.), the control system requires a constant 1 second fault input to cause engine shutdown.

________________________________________________________________ A6474X253 REV 07 5.159

Troubleshooting _________________________________________________ battery LED

A solidly illuminated battery LED indicates a battery charge failure. A battery charge failure may be caused by a faulty alternator, a broken drive belt, or the alternator not excited. A battery voltage reading of approximately 14 volts on a 12 volt system (28V on a 24V system) while the engine is running indicates the battery is charging properly.

Irregular blinking of the battery LED may indicate failing charge circuit.

oil pressure LED

A solidly illuminated oil pressure LED indicates low oil pressure failure.

The control system typically senses low oil pressure from a ground contact switch on the engine. When a sender/switch combination is used on the engine, the marking WK generally indicates the switch terminal.

This input typically expects a normally closed switch (ground contact when oil pressure is low). A defective switch or shoring the shutdown input to ground can cause low pressure fault indication. Additionally, when using sender/switch combinations, swapping the WK and G terminal can cause unintended shutdowns.

temperature LED

A solidly illuminated temperature LED indicates high engine temperature failure. The control system typically senses high temperature from a ground contact switch on the engine. When a sender/switch combination is used on the engine, the marking WK and W generally indicates the switch terminal. This input typically expects a normally open switch (ground contact when engine temperature is too high). A defective switch or shorting the shutdown input to ground can cause over temperature fault indication. Additionally, when using sender/switch combinations, swapping the WK or W and G terminal can cause unintended shutdowns.

AUX 1 LED (exhaust temperature shutdown)

A solidly illuminated AUX 1 LED indicates an exhaust temperature shutdown. The control system typically senses failure using a ground contact switch. A defective switch or shorting the shutdown input to ground can cause fault indications.

A blinking AUX 1 LED indicates SW input failure. The control system typically senses failure using a ground contact switch. A defective switch or shorting the shutdown input to ground can cause fault indications.

AUX 2 LED (exhaust temperature warning)

preheat LED

voltmeter

A solidly illuminated AUX 2 LED indicates an exhaust temperature warning but by default does not cause a shutdown. The control system typically senses failure using a ground contact switch. A defective switch or shorting the shutdown input to ground can cause fault indications.

A solidly illuminated preheat LED is the system preheat indication.

When the LED extinguishes the preheat period is completer and the engine may be cranked. The LED illuminates again to indicate afterglow.

The voltmeter is connected to the fuel run/stop solenoid output. If the voltmeter does not indicate in the run position, this indicates a problem with the solenoid circuit. A battery voltage reading of approximately 14 volts on a 12 volt system (28 volts on a 24 volt system while the engine is running indicates the battery is charging properly.

________________________________________________________________ 5.160 SU488 DN Scoop

_________________________________________________ Troubleshooting tachometer

The tachometer indicates engine RPM (revolutions pre minute) using a frequency signal derived from the engine. This signal may be provided by an alternator frequency tap, proximity switch.

hour meter

The hour meter is connected to the fuel run/stop solenoid output. It the hour meter does not count in the run position, this may indicate a faulty hour meter or a problem with the solenoid circuit. If the engine shuts down or is not started within 10 seconds, the hour meter stops counting.

oil pressure gauge

The gauge measures oil pressure with a resistance sender on the engine referenced to ground. When a sender/switch combination is used on the engine, the marking G generally indicates the gauge terminal.

The gauge expects a low resistance for low pressure and a higher resistance for higher pressure. If the gauge is not connected to the sender, the gauge will read full scale (pegged). A defective sender or shorting the gauge input to ground will cause the gauge to read 0 pressure. When using sender/switch combinations, swapping the WK and G terminal prevents the gauge from working and may cause unintended shutdowns.

temperature gauge

The gauge measures engine temperature with a resistance sender on the engine referenced to ground. When a sender/switch combination is used on the engine, the marking G generally indicates the gauge terminal. The gauge expects a high resistance for low temperatures and a lower resistance for higher temperatures. If the gauge is not connected to the sender, the gauge will read 0. A defective sender or shorting the gauge input to ground will cause the gauge to read full scale (pegged).

When using sender/switch combinations, swapping WK and G terminal prevents the gauge from working and may cause unintended shutdowns.

________________________________________________________________ A6474X253 REV 07 5.161

Troubleshooting _________________________________________________ General electrical troubleshooting Table 16: General electrical troubleshooting Trouble, symptom or cause

Probable cause

no response from starter motor 

Test, check and/or remedy

No battery voltage to starter.



Verify wiring and battery connection (power and ground).



Battery discharged.



Charge or replace battery, verify alternator charging.



Tripped overcurrent protection.



Correct fault, replace or reset overcurrent protection.



No signal from control system.



No power to control system (see Control system troubleshooting.)



Defective starter solenoid.



Replace starter solenoid.



Defective starter motor.



Replace starter motor.

engine cranks but won’t start 

Fuel run/stop solenoid not engaged.



See Fuel/solenoid run/stop troubleshooting.



Tripped overcurrent protection.

Correct fault, replace or reset overcurrent protection.



No preheat (cold condition).



Shutdown switch input active.

Verify shutdown source exists, correct condition or correct faulty circuit.

Battery not charging.



engine runs 10 seconds  then shuts down 

See Preheat troubleshooting.

Verify alternator charging (see Alternator not charging battery).

Control board did not sense start signal.

Engine started through alternate method (i.e. manual air start, push start, etc.).



Defective control system.



See Control panel troubleshooting.



Shutdown switch input active.



Correct engine fault, verify shutdown switch wiring.



Circuit overload protection tripped.



Correct overload, keep control system from overheating (over 185° F/85° C).

________________________________________________________________ 5.162 SU488 DN Scoop

_________________________________________________ Troubleshooting Table 16: General electrical troubleshooting, continued Trouble, symptom or cause

Probable cause

Test, check and/or remedy

engine runs longer than  10 seconds then shuts down

Voltage transient (spikes).



Add suppressor diodes, protect from lightening strikes, shield induced spikes from other equipment, add electric motor control relay.



Defective control system.



See Control panel troubleshooting.



Adjust/replace belt.

alternator not charging battery Broken or slipping alternator drive belt. 

Alternator not excited.

Verify excitation circuit connected, replace regulator.



Alternator output not connected.



Install charge wire.



Alternator not grounded.



Clean or add ground connection.



Alternator faulty.



Replace alternator.

Fuel run/stop solenoid troubleshooting Table 17: Fuel run/stop solenoid troubleshooting Trouble, symptom or cause

Probable cause

engine does not  stop immediately

Test, check and/or remedy 

Add relay or blocking diode.

Sticking solenoid linkage.



Repair or replace solenoid linkage.

Fuel valve without check valve.

Install or repair check valve.

fuel run/stop solenoid  does not engage

Back feed from motor (i.e. cooling fan).

No power to solenoid.



Located reason for lack of power (circuit overload, failed suppressor diode, faulty wiring, etc.) and correct.

No power to solenoid pull coil.

Correct faulty wring, check pull control circuit (see Power box troubleshooting).

Incorrect linkage adjustment.

Adjust solenoid linkage.

Faulty solenoid.

Replace solenoid.

Failed suppressor diode.

Correct wiring (diode reversed?), replace suppressor diode.

Emergency stop is engaged (pushed in).

Disengage (pull out) emergency stop.

________________________________________________________________ A6474X253 REV 07 5.163

Troubleshooting _________________________________________________ Preheat troubleshooting Table 18: Preheat troubleshooting Trouble, symptom or cause

Probable cause

Test, check and/or remedy

engine hard to start Start attempted before preheat in cold conditions complete.



Wait for preheat time to elapse, crank as soon as time elapses.

Incorrect preheat specification.



Correct control system configuration, install correct control system.

Heater faulty.

Replace heater.





Heater relay faulty.

Replace relay.

Preheat control not functioning.

Correct wiring, correct control system configuration.

Faulty control system.



See Control system troubleshooting.

engine produces excessive  Afterglow not enabled. white smoke after starting Heater faulty.



Reconfigure control system.



Heater relay faulty.

Replace heater. 

Replace relay.

Preheat control not functioning.

Correct wiring, correct control system configuration.

Faulty control system.



See Control system troubleshooting.

Controls system troubleshooting Table 19: Control system troubleshooting Trouble, symptom or cause

Probable cause

control system does  not perform self test 

Tripped overcurrent protection.



Correct fault, replace/reset overcurrent protection.

Faulty connection to battery.



Correct battery connection.



Correct battery charge failure (see Battery not charging).

control system performs self test,  Only Battery LED illuminated. engine cranks, runs, and then shuts down Only Oil Pressure LED illuminated. 

Test, check and/or remedy

Only Temperature LED illuminated.

Correct low oil pressure condition or faulty switch, correct wiring fault. 

Correct overheating condition or faulty switch, correct wiring fault.

Only AUX LED illuminated.

Correct fault condition or faulty switch, correct wiring fault.

All normally closed shutdowns illuminate for one second (control system reset).



Add suppressor diodes, protect from lightening, shield induced spikes from other equipment, add electric motor control relay.

________________________________________________________________ 5.164 SU488 DN Scoop

_________________________________________________ Troubleshooting Power box troubleshooting Table 20: Power box troubleshooting Trouble, symptom or cause

Probable cause

one output never activates 

Test, check and/or remedy

Input not active.



See Control system troubleshooting.

Output shorted.



Correct fault.

Failed power box.

Replace power box/harness assembly.

all outputs never activate 

Blown fuse(s).



Correct fault, replace fuse(s).

Faulty connection to battery.

Correct battery connections.





Replace power box/harness assembly.



Correct wiring.

Failed power box.

fuel run/stop solenoid pull output  Faulty wiring. remains active Faulty connection to battery. 

Failed power box.

Correct battery connections. 

Replace power box/harness assembly.

________________________________________________________________ A6474X253 REV 07 5.165

Troubleshooting _________________________________________________

________________________________________________________________ 5.166 SU488 DN Scoop

_______________________________________________________________

6

Technical data

________________________________________________________________

_______________________________________________________________

________________________________________________________________

___________________________________________________Technical data

Technical data This chapter contains the most important technical data on the 488 DIESEL. Further data can be found in the spare parts lists. At the end of this chapter you will find information on the bolt tightening torques, HFA fluids, greases, etc. Read this chapter through carefully and pay particular attention in particular to the safety instructions.

IMPORTANT! The technical data listed in this chapter is for stock machines only.

Customer specials may not be listed.

Components of the 488 DIESEL Technical data sheet dimensions

Overall length: with lifting forks approx. 27’ with contoured bucket approx. 29’ 9” with quick attach flat bottom bucket approx. 31’ 2” with lift plate attachment approx. 28’ 6” Overall width: with lifting forks approx. 8’ 10” with contoured bucket approx. 9’ 6” with quick attach flat bottom bucket approx. 9’ 6” with lift plate attachment approx. 9’ 6” Wheelbase approx. 12’ 0” Empty weights: approx. 39,000 lbs Ground Clearance (No Axles Spacers): with 35X15-15 tires approx. *10” with 38X15-15 tires approx. *13” Minimum adjustable cab height: with 35X15-15 tires approx. *3’ 6”– 4’ 1” with 38X15-15 tires approx. *3’ 8”– 4’ 3” Main frame height: with 35X15-15 tires approx. *3’ 3” with 38X15-15 tires approx. *3’ 5" Inside turn radius approx. 12’ 6” Outside turn radius approx. 24’ 0” Steering articulation approx. 80 degrees total Tram speed approx. 12 MPH *see machine General Arrangement Drawing for explanation 16 tons at 36” from the face of lift plate (Optional)

lift capacity

tram motor

Drive Train: One spec BF4M1013 FC Deutz engine, turbo charged and after cooled .

156 HP . DANA C270 torque converter. MSHA 30 CFR, Part 7 compliant. (07-ENA040007-0 - 6,500 CFM vent rate - 3,000 CFM particulate index)

______________________________________________________________ A6474X253 REV 07 6.3

Technical data___________________________________________________ transmission

DANA 32000, 4 speed, power shift electronic range selection isolator mount, with SAHR parking brake.

drive lines

Heavy duty off-highway, 7C type drive shafts and slip joints. 6C from converter to transmission.

axles

Front and rear rigid mounted inboard planetary axles (John Deere 1200 Series). Axles are equipped with a wet disc service brake mounted at each planetary.

Hydraulics

fuel reservoir pump reservoir

reservoir fill system

40 Gallons Fixed displacement, helical gear pump rated at 28 G.P.M. at 1,600 RPM. Pump is directly mounted to the Converter housing.

75 gallon capacity with magnetic particle sump strainer and 10 micron return line filter with by-pass. A dipstick is provide in the top of the oil tank for oil level monitoring.

Fill cap assembly in top of reservoir tank.

valve bank

Five section, parallel (flow through) type with 2,500 P.S.I. internal relief and 1,700 P.S.I. steering relief. Valve bank is rated at 40 gpm.

hydraulic PTO

Two (2) quick coupler connections, 1,200 PSI maximum recommended operating pressure.

________________________________________________________________ 6.4 SU488 DN Scoop

_______________________________________________ Tightening torques Tightening torques IMPORTANT! Due to the application of fasteners being subject to great stresses and heavy or extreme vibration, it is imperative that all bolts be applied with an adequate amount of torque. For this reason this list of recommended torque settings for different types and sizes of fasteners used has been compiled.

The tightening torques stated in the spare parts lists have to be observed, as well, for installation and maintenance.

Set screws Table 21: Set screws (Socket long-lok) Nominal diameter

Recommended torque setting

#6

6 in-lbs

#8

9 in-lbs

#10

13 in-lbs

¼”

30 in-lbs

5/16”

5 ft-lbs

3/8”

8 ft-lbs

7/16”

11 ft-lbs

½”

16.7 ft-lbs

Table 22: Set screws (Socket standard steel) Nominal diameter

Recommended torque setting

#6

9 in-lbs

#8

16 in-lbs

#10

30 in-lbs

¼”

6 ft-lbs

5/16”

12 ft-lbs

3/8”

18 ft-lbs

7/16”

29 ft-lbs

½”

43 ft-lbs

5/8”

100 ft-lbs

¾”

146 ft-lbs

7/8”

199 ft-lbs

1”

262 ft-lbs

______________________________________________________________ A6474X253 REV 07 6.5

Tightening torques _______________________________________________ Table 23: Hex and socket head cap screw, coarse thread (Grade 8) Nominal diameter ¼”

Recommended torque setting (lubed) 8 ft-lbs

Recommended torque setting (dry) 13 ft-lbs

5/16”

16 ft-lbs

26 ft-lbs

3/8”

28 ft-lbs

47 ft-lbs

7/16”

45 ft-lbs

75 ft-lbs

½”

70 ft-lbs

115 ft-lbs

9/16”

99 ft-lbs

165 ft-lbs

5/8”

135 ft-lbs

225 ft-lbs

¾”

240 ft-lbs

400 ft-lbs

7/8”

390 ft-lbs

645 ft-lbs

1”

545 ft-lbs

905 ft-lbs

1 1/8”

830 ft-lbs

1,380 ft-lbs

1 ¼”

1,160 ft-lbs

1,935 ft-lbs

1 3/8”

1,525 ft-lbs

2,540 ft-lbs

1 ½”

2,030 ft-lbs

3,380 ft-lbs

Table 24: Socket, float, & button head cap screws (Steel only) Nominal diameter #6 #8 #10 ¼” 5/16” 3/8” 7/16” ½” 5/8” ¾” 7/8” 1” 1 1/8” 1 ¼” 1 3/8” 1 ½”

Recommended torque setting 26 in-lbs 52 in-lbs 6 ft-lbs 14 ft-lbs 30 ft-lbs 50 ft-lbs 81 ft-lbs 121 ft-lbs 240 ft-lbs 395 ft-lbs 629 ft-lbs 964 ft-lbs 1,523 ft-lbs 2,121 ft-lbs 2,843 ft-lbs 3,402 ft-lbs

________________________________________________________________ 6.6 SU488 DN Scoop

_______________________________________________ Tightening torques Table 25: Untreated screw, black finish (Coarse thread) Property class 5.6 8.8 10.9 12.9

Torque Ma

Recommended torque setting M3 M4 M5

Nominal diameter M6

M7

M8

M10

Nm

0.60

1.37

2.70

4.5

7.8

11

22

Ft-lbs

0.44

1.01

1.99

3.3

5.6

8.1

16

Nm

1.37

3.10

6.15

10.5

17.5

26

61

Ft-lbs

1.01

2.29

4.54

7.7

12.9

19

37

Nm

1.92

4.40

8.55

15

25

36

72

Ft-lbs

1.42

3.25

6.38

11

18.4

26

53

Nm

2.30

5.25

10.4

18

29

43

87

Ft-lbs

1.70

3.87

7.6

13

21.3

31

64

Table 25: Untreated screw, black finish (Coarse thread, continued) Property class 5.6 8.8 10.9 12.9

Torque Ma

Recommended torque setting M12 M14 M16

Nominal diameter M18

M20

M22

M24

Nm

39

62

85

130

184

250

315

Ft-lbs

28

45

70

95

135

184

232

Nm

89

141

215

295

420

570

725

Ft-lbs

65

103

158

217

308

420

634

Nm

125

198

305

420

690

800

1020

Ft-lbs

92

146

224

309

435

590

752

Nm

150

240

365

500

710

960

1220

Ft-lbs

110

177

269

368

523

708

899

Table 25: Untreated screw, black finish (Coarse thread, continued) Property class

Torque Ma

5.6 8.8 10.9 12.9

Recommended torque setting M27 M30

Nominal diameter M33

M36

M39

Nm

470

635

865

1111

1440

Ft-lbs

346

468

637

819

1062

Nm

1070

1450

1970

2630

3290

Ft-lbs

789

1069

1452

1885

2428

Nm

1510

2050

2770

3560

4620

Ft-lbs

1113

1511

2042

2625

3407

Nm

1810

2450

3330

4280

5550

Ft-lbs

1334

1606

2455

3156

4093

______________________________________________________________ A6474X253 REV 07 6.7

Tightening torques _______________________________________________ Table 26: Untreated screw, black finish (Fine thread) Property class

Torque Ma

8.8 10.9 12.9

Recommended Nominal diameter torque setting M8 X 1 M10 X 1.25 M12 X 1.25

Nm

27

52

95

Ft-lbs

19

38

70

Nm

38

73

135

Ft-lbs

28

53

99

Nm

45

88

160

Ft-lbs

33

64

118

Table 26: Untreated screw, black finish (Fine thread, continued) Property class

Torque Ma

8.8 10.9 12.9

Recommended Nominal diameter torque setting M14 X 1.5 M16 X 1.5 M18 X 1.5

Nm

150

225

325

Ft-lbs

110

165

239

Nm

210

315

460

Ft-lbs

154

232

339

Nm

260

380

550

Ft-lbs

184

280

405

Table 26: Untreated screw, black finish (Fine thread, continued) Property class

Torque Ma

8.8

Nm

Recommended Nominal diameter torque setting M20 X 1.5 M22 X 1.5 M24 X 2 399

Ft-lbs 10.9 12.9

610

780

449

575

Nm

640

860

1100

Ft-lbs

472

634

811

Nm

770

1050

1300

Ft-lbs

567

774

958

________________________________________________________________ 6.8 SU488 DN Scoop

_______________________________________________ Tightening torques Table 27: Electrically zinc plated (Coarse thread) Property class 5.6 8.8 10.9 12.9

Torque Ma

Recommended torque setting M33 M4 M5

Nominal diameter M6

M7

M8

M10

Nm

0.56

1.28

2.50

4.3

7.1

10.5

21

Ft-lbs

0.41

0.94

1.84

3.1

5.2

7.7

15

Nm

1.28

2.90

5.75

9.9

16.5

24

48

Ft-lbs

0.94

2.14

4.24

7.3

12.1

17.7

35

Nm

1.80

4.10

8.10

14

23

34

67

Ft-lbs

1.33

3.02

5.97

10.3

16.9

25

49

Nm

2.15

4.95

9.70

16.5

27

40

81

Ft-lbs

1.59

3.65

7.15

12.1

19.9

29

59

Table 27: Electrically zinc plated (Coarse thread, continued) Property class 5.6 8.8 10.9 12.9

Torque Ma

Recommended torque setting M12 M14 M16

Nm

36

Ft-lbs

26

42

Nm

83

132

Ft-lbs

61

97

58

Nominal diameter M18

M20

M22

121

171

230

54

89

126

169

200

275

390

530

147

202

287

390

88

Nm

117

185

285

390

550

745

Ft-lbs

86.2

136

210

287

405

549

Nm

140

220

340

470

660

890

Ft-lbs

103

162

250

346

486

656

Table 27: Electrically zinc plated (Coarse thread, continued) Property class 5.6

8.8

10.9

12.9

Torque Ma

Recommended torque setting M24 M27 M30

Nominal diameter

Nm

295

435

590

800

1030

1340

Ft-lbs

217

320

435

590

759

988

Nm

675

995

1350

1830

2360

3050

Ft-lbs

497

733

995

1349

1740

2249

Nm

960

1400

1900

2680

3310

4290

Ft-lbs

708

1032

1401

1902

2441

3163

Nm

1140

1680

2280

3090

3980

5150

Ft-lbs

840

1239

1661

2278

2935

3798

______________________________________________________________ A6474X253 REV 07 6.9

Tightening torques _______________________________________________ Table 28: Electrically zinc plated (Fine thread) Property class 8.8 10.9 12.9

Torque Ma Nm Ft-lbs Nm Ft-lbs Nm Ft-lbs

Recommended torque setting M8 X 1 25 18 35 25 42 30

Nominal diameter M10 X 1.25 49 36 68 50 82 60

M12 X 1.25 88 84 125 92 150 110

Table 28: Electrically zinc plated (Fine thread, continued) Property class 8.8 10.9 12.9

Torque Ma

Recommended torque setting M14 X 1.5

Nominal diameter M16 X 1.5

M18 X 1.5

Nm

140

210

305

Ft-lbs

103

154

224

Nm

195

295

425

Ft-lbs

143

217

313

Nm

235

350

510

Ft-lbs

173

258

376

Table 28: Electrically zinc plated (Fine thread, continued) Property class 8.8 10.9 12.9

Torque Ma

Recommended torque setting M20 X 1.5

Nominal diameter M22 X 1.5

M24 X 2

Nm

425

570

720

Ft-lbs

313

420

531

Nm

600

800

1000

Ft-lbs

442

590

737

Nm

720

960

1200

Ft-lbs

531

708

885

________________________________________________________________ 6.10 SU488 DN Scoop

_______________________________________________ Permissible media Permissible media Lubrication fluids and greases NOTICE! Use only lapproved ubrication fluids and greases ! These fluids and greases have been tested and guarantee reliable operation of the mechanical and hydraulic functions of the machine.

IMPORTANT! The lubrication fluids and greases listed in the same table can be mixed. Other products may only be used if the supplier can guarantee that they are equivalent.

Differently composed fluids and greases must not be mixed as this may change the consistency, i.e. the mixture can become thinner so that the lubrication effect is not sufficient. It may also be dangerous to use lubricating greases and fluids having the same specification base but different origins.

In case of doubt, the manufacturer of the lubrication to be used should be contacted as to the compatibility of the lubrication in question.

IMPORTANT! The approval of the listed products relates only to the pure technical use in our mechanical and hydraulic systems. The responsibility for the constituents used in the hydraulic concentrates lies solely with the respective manufacturer.

IMPORTANT! Be sure to use the manufacturer’s instructions for use.

NOTICE! When performing maintenance on the machine, all used oil and lubricants should be disposed of per your local EPA standards.

______________________________________________________________ A6474X253 REV 07 6.11

Permissible media________________________________________________ Approved suppliers: Table 29: Anti-wear hydraulic oil (Spec 100-1) Supplier

Brand name

1

Amoco Oil Company

Amoco AW oil No.68

2

Gulf oil

Harmony 68 AW

3

Mobil Oil Corporation

Mobil DTE-16

4

Chevron U.S.A.

5

Sun Oil Company

Chevron hydraulic Oil Aw ISO 68 Sunvis 868

6

Unocal 76

Unax AW 68

7

Shell Oil company

Shell Hydraulic Oil #33

8

Century Lubricating Oils, Inc.

Hyldraulic AW 68

9

Atlantic Richfield Company

Duro AW S-315 Oil

10

Texaco Lubricants Company

Texaco Rando Oil HD 68

11

Exxon

Nuto 68

12

Pennzoil

Pennzbell AW 68 Hydraulic Oil

13

14

Standard Oil Company Standard Oil Co. of Ohio Boron Oil Company BP Oil Inc. Lubricating Engineers

Industron 54 Industron 53 Energol HLP-C68 6120 Monolec Hydraulic Oil

15

Conoco Inc.

Super Hydraulic oil 68

16

Hydrotex

Systems 5K 68

17

Phillips

Maginus A Oils 81350

18

Miners Oil

Hydraulic Oil 68AW

________________________________________________________________ 6.12 SU488 DN Scoop

_______________________________________________ Permissible media Table 30: Extreme pressure gear oils (Spec. 100-2) Supplier

Brand name

1

Amoco Oil Company

Amoco Permagear EP 460

2

Gulf oil

EP Lubricant HD 460

3

Mobil Oil Corporation

4

Chevron U.S.A.

5

Sun Oil Company

Mobil Gear 634 Mobil Gear 636 Chevron Gear Compound EP ISO 460 Sunep 460

6

Unocal 76

7

Shell Oil company

8

Century Lubricating Oils, Inc.

9

Texaco Lubricants Company

Hulbest EP-7 Powergear 460 Meropa 680

10

Exxon

Spartan EP 460

11

Pennzoil

Super Maxol EP 460 Gear Lube Super Maxol EP 460 Gear Lube

12

Lubricating Engineers

13

Conoco Inc.

608 Almosal Vari-Purpose Gear Lubricant Gear oil 460

14

Hydrotex

933 Industrial Gear Lubricant

15

Phillips

16

Miners Oil

All Purpose Gear Oil 85W-90 5EP Gear Oil EP460

Extra Duty NL Gear Lube 7 EP Extra Duty NL Gear Lube 8 EP Shell Omala 680

______________________________________________________________ A6474X253 REV 07 6.13

Permissible media________________________________________________ Table 31: Extreme pressure motor bearing grease (Spec. 100-3) Supplier

Brand name

1

Amoco Oil Company

2 3 4

Gulf oil Mobil Oil Corporation Chevron U.S.A.

5 6 7 8

Sun Oil Company Unocal 76 Shell Oil company Century Lubricating Oils, Inc.

9 10 11 12

Texaco Lubricants Company Exxon Pennzoil Lubricating Engineers

13

Conoco Inc.

14 15 16

Hydrotex Phillips Atlantic Richfield

Amolith grease 2 EP Rykon Premium Grease 2 EP Gulfcrown grease EP#2 Mobilux EP-2 Chevron Dura-Lith Grease EP-2 NLGI 2 Sun Prestige 742EP Multiplex EP2 Alvania EP-2 Hullith EP2 Multipurpose Grease or Replex2 or Uniwrl 2 or Uniwrl EMB or Hullith GP 2 or Hullith EP 2 Texaco Multifak EP 2 Lidok EP 2 Pennlith EP 712 Grease 3752 Almagard Vari-Purpose Lubricant EP Conolith grease No. 2 or Super Sta Grease No. 2 LC-65 Hyplex Philube EP Grease Litholine H EP-2 Grease

Table 32: Semi-fluid grease (Spec. 100-4)

1 2 3 4 5 6

Supplier Texaco Lubricants Company Century oils Limited Hydrotex Pennzoil Unocal Exxon

Brand name Novatex EP 000 Joy Loader Semi-Fluid grease MPD-60 Ultra E.P. 000 Semi-Fluid 760 Grease MM Grease Lidok E.P. 000

________________________________________________________________ 6.14 SU488 DN Scoop

_______________________________________________ Permissible media Table 33: Invert emulsion hydraulic fluid (Spec. 100-5)

1 2 3 4

Supplier Unocal 76 Conoco Inc. Atlantic Richfield Company Brooks Oil Company

5 6

Cincinnati – Vulcon Company Cities Service Oil company

7 8

10 11

Century Oils limited Fiske Bros. Refining Company Getty Oil company (Veedol, Tidewater) Gulf Oil Company E.F. Houghton

12 13 14 15 16 17

Century Lubricating Oils Imperial Oil and Grease Mobil Oil Corporation National Oil and chemical Co. Pennzoil Quaker Chemical Company

18

Henery E. Sanson and Sons MFGE Company Southwest Grease and Oil Company, Inc. Southwest Petroleum Corp.

9

19 20 21

22 23

Standard Oil Company of Ohio (Boron Sohio) Sun Oil company Tower Oil Company

24 25

Wynn Oil company Lubrication Engineers

26

Hydrotex

Brand name FR Fluid FR Hydraulic Fluid Duro FR-HD Brooks fire Resistant Hydraulic Fluid B Vulcon FR Fluid #1 Citgo Pacemaker Invert FR Fluid Aquacent Light Lubriplate HO-Retard Veedol Auburn FRH FR Fluid Houghto-Safe 5046 Houghto-Safe 5046W Hulsafe 600 Astrol 587 Pyrogard D Erifon 1, 2, and 3 Maxmul FRP/G Quintolubric 958 Series Quintolubric 958 Series Hydra-Mul Premium Emulsion Fluid Invert Emulsion fire resistant Hydraulic Fluid Swepco Fire Resistant Hydraulic oil #718 Staysol FR

Sunsafe F Safoil Anti-Wear Hydraulic Fluid Hydra-Safe heavy Medium 6455 Monolec Fire Resistant hydraulic Fluid HY-Guard

______________________________________________________________ A6474X253 REV 07 6.15

Permissible media________________________________________________ Table 34: Extreme pressure gear oil, SAE 90 (Spec. 100-6) Supplier

Brand name

1

Amoco Oil Company

Amoco Premagear EP 320

2

Gulf oil

EP Lubricant HD 320

3

Mobil Oil Corporation

Mobil gear 632

4

Chevron U.S.A.

5

Sun Oil Company

Chevron gear compound EP ISO 320 Sunep 320

6

Unocal 76

Extra Duty NL Gear Lube 6EP

7

Shell Oil company

Omala 75

8

Century Lubricating Oils, Inc.

Hulbest EP-6

9

Texaco Lubricants Company

Meropa 320

10

Exxon

Spartan EP 320

11

Pennzoil

Super Maxol EP 220 Gear Lube

12

Lubricating Engineers

13

Conoco Inc.

605 Almasol Vari-Purpose Gear Lubricant Gear Oil 320

14

Hydrotex

932 Industrial Gear Lube

15

Phillips

16

Atlantic Richfield

Philube All Purpose Gear Oil 85W-90 Pennant NL S-1000

17

Cities Service

Citgo EP Compound 110

18

Pennzoil

Pen Gear #320

19

Miner Oil

Gear Oil EP220

20

Texaco, Lubricants Company

Texaco Multigear EP 80W-90

________________________________________________________________ 6.16 SU488 DN Scoop

_______________________________________________ Permissible media Table 35: Hydraulic and general purpose oil medium-heavy/R&O inhibited (Spec. 100-7) Supplier Brand name 1 Amoco Oil Company American Industrial Oil No. 68 2

Gulf oil

Harmony 68

3

Mobil Oil Corporation

DTE Heavy – Medium

4

Chevron U.S.A.

5

Sun Oil Company

Chevron Turbine Oil ISO 68 or Chevron Machine Oil R&O ISO 68 Sunvis 754

6

Unocal 76

7

Shell Oil Company

Unax RX68 or Turbine Oil 68 Turbo 68

8

Century Lubricating Oils, Inc.

Centraulic R&O 68

9

Texaco Lubricants Company

Regal Oil R&O N-68

10

Exxon

Tresstic 68

11

Pennzoil

Pennzbell RO 68

12

Lubricating Engineers

6120 Monolec Turbine Oil

13

Conoco Inc.

14

Hydrotex

Detol R&O 68 or Turbine Oil 68 Systems 1, System 5K 68

15

Atlantic Richfield

Duro 5.315

16

Cities Service

Citgo Pacemaker A/W68

17

Miner Oil

Hydraulic Oil AW68

18

Texaco, Lubricants Company

TDH 1893

______________________________________________________________ A6474X253 REV 07 6.17

Permissible media________________________________________________ Table 36: Hydraulic and general purpose oil heavy/R&O inhibited (Spec. 100-8) Supplier Brand name 1

Amoco Oil Company

American Industrial oil No. 150

2

Gulf Oil

Harmony 150

3

Mobil Oil Corporation

DTE Oil EX. Heavy

4

Chevron U.S.A.

5

Sun Oil Company

Chevron Machine Oil AW ISO 150M or Chevron Machine Oil R&O ISO 150 Sunvis 961

6

Unocal 76

7

Shell Oil company

Unax RX 700 or Turbine Oil 700 Turbo 150

8

Century Lubricating Oils, Inc.

Centraulic R&O 150

9

Atlantic Richfield Company

10

Texaco Lubricants Company

Duro 600 or S-700 Regal Oil R&O 150

11

Exxon

Teresstic 150

12

Pennzoil

Pennzbell RO 150

13

Cities Service

Citgo Pacemaker 150

14

Lubrication Engineers

6405 Monolec Turbine Oil

15

Conoco Inc.

Dectol R&O 76

16

Hydrotex

System 1 150, System 5k 150

17

Phillips

Magnus Oils 700

18

Miner Oil

ISO 150

Table 37: Worm gear lubricant, compounded cylinder oil (Spec. 100-9) Supplier Brand name 1 Amoco Oil Company Cylinder oil No. 1000 2 Mobil Oil Corporation Extra Hecla Super Cylinder Oil 3 Chevron U.S.A. Chevron Cylinder Oil W ISO 1000 4 Sun Oil Company Sun Steam Cylinder Oil 5 Unocal 76 Worm gear Lube 250 or Stevalc 6 Century Lubricating Oils, Inc. Garwal 680 7 Atlantic Richfield Company Modoc 195 8 Texaco Lubricants Company 650 T Cylinder Oil 1000 9 Exxon Cylesstic TK-1000 10 Pennzoil Cylinder Oil #1000 11 Conoco Inc. Inca Oil 1000

________________________________________________________________ 6.18 SU488 DN Scoop

_______________________________________________ Permissible media Table 38: Light gear oil, SAE 40 motor oil (Spec. 100-10)

1 2 3 4

Supplier Amoco Oil Company Gulf oil Mobil Oil Corporation Chevron U.S.A.

5 6 7

Sun Oil Company Unocal 76 Shell Oil company

8 9 10

Century Texaco Lubricants Company Exxon

11 12 13

Pennzoil Lubricating Engineers Conoco Inc.

14 15

Hydrotex Phillips

Brand name Amoco 300 SAE 40 Super Duty 40 Delvac 1340 Chevron RPM Heavy Duty Motor Oil 15W-40 Sunoco Super C 40 Guardol Motor Oil SAE 40 Rotella Oil 40 (Automotive) Turbo Oil 150 (Industrial) Rimula CT40 (Foreign) Rotela SX40 (Foreign) Flexe SAE 40 Ursa Super plus SAE 40 XD-3 Extra SAE 40 or XD-3 SAE 40 Long Life SAE 40 Motor Oil 8440 Monolex GFS Engine Oil Fleet Heavy Duty Motor Oil SAE 40 Hyfilm SAE 40 Super HD II Motor Oil SAE 15W-40

Table39: Synthetic EP gear lubricants (Spec. 100-11)

1

Supplier Century Lubricants Company

Brand name Synthetic EP Gear Lubricants

Table 40: Multi-purpose tractor hydraulic fluid (Spec. 100-12)

1 2 3 4

Supplier Exxon / Mobil Century / Fuchs Shell Chevron

Brand name Mobilfluid 424 Multitran Donax TD Tractor Hydraulic Fluid

5 6 7

BP Lubricants Quaker State Conoco

Tractran UTH Quaker State FCI HD Powertran Fluid

______________________________________________________________ A6474X253 REV 07 6.19

Permissible media________________________________________________ Table 41: High emulsibility extreme pressure gear oil (Spec. 100-13) Supplier Brand name 1 Fuchs Powergear H680

Table 42: High temperature lithium complex grease for electric motor bearings (Spec. 100-14) Supplier Brand name 1 Mobil Mobilith SHC 100 2 Conoco-Phillips Triton 100 3 Shell Albida EMS 2

Table 43: Multi-purpose tractor hydraulic fluid (Spec. 100-15)

1

Supplier Conoco

Brand name GLW Gear Oil 220

________________________________________________________________ 6.20 SU488 DN Scoop

_______________________________________________________________

7

For your information

________________________________________________________________

_______________________________________________________________

________________________________________________________________

_________________________________________________ Our service

For your information Our service If you need to order spare parts or if technical problems occur, please contact our after-sales service personnel or contact us direct.

Service address Beckley, WV 200 George Street, Suite 4 Beckley, WV 25801 Phone: (304) 256-5927 Fax: (304) 256-5928

Craig, CO 400 Mack Lane Craig, CO 81625 Phone: (970) 824-3249 Fax: (970) 824-8851

Duffield, VA P.O. Box 847 6808 Fraley Avenue Duffield, VA 24244 Phone: (276) 431-7000 Fax: (276) 431-2464

Houston, PA 2045 West Pike Street Houston, PA 15342 Phone: (724) 743-1200 Fax: (724) 743-1201

Carrier Mills, IL 9580 State Route 13 West Carrier Mills, IL 62917 Phone: (618) 982-9000 Fax: (618) 982-9912

Oak Hill, WV P.O. Box 60 843 Lochgelly Road Oak Hill, WV 25901 Phone: (304) 469-3302 Fax: (304) 465-0450

Paonia, CO P.O. Box 566 719 Second Street Paonia, CO 81428 Phone: (970) 527-3151 Fax: (970) 527-6846

Washington, PA 255 Berry Road Washington, PA 15301 Phone: (724) 743-1200 Fax: (724) 228-2177

Pulaski, VA 4041 Wurno Road Pulaski, VA 24301 Phone: 540-980-4530 Fax: 540-980-6211

______________________________________________________________ A6474X253 REV 07 7.3

Our service __________________________________________________ Rebuild facility address Huntington, UT P.O. Box 1190 Route 10, 1Mile North Huntington, UT 84528 Phone: (435) 687-9831 Fax: (435) 687-2522

Norris City, IL 635 Illinois Highway 1 Norris City, IL 62869 Phone: (618) 378-3441 Fax: (618) 378-3106

Pearisburg, VA P.O. Box 463 222 Industrial Park Drive Pearisburg, VA 24134 Phone: (540) 921-2111 Fax: (540) 921-2711

________________________________________________________________ 7.4 SU488 DN Scoop